Tecumseh Europa Engines PDF

For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983
A. FOREWORD
This manual contains information required to service or

repair all Tecumseh Italian built engines.
For exploded views of particular engines or component
part numbers, refer to the Tecnamotor and Tecumseh
Europa Spare Parts Catalogue.
When ordering spares from your authorized Tecumseh
Dealer, please quote the entire model and specification
number. These numbers are stamped on the engine as
shown below.
Always insist on genuine Tecumseh replacement parts.
ENGINE CODE
SPECTRA 37 E-38000 SER

S 5 174 A SPECT RA 37 E-38000 S
SER 5 174 A
SPECIFICA
MODELLO
TURNO
ANNO DI COSTR.
GIORNO DI COSTR.
NUMERO DI SERIE
BH 37 S
E-45040E SER 5 174
074 C
MODELLO
ANNO DI COSTR.
GIORNO DI COSTR.
NUMERO DI SERIE
SPECIFICA
TURNO
BH 37 S 5 174 C
E-45040E SER
MV 100 S S 5 174
E-16000C SER 074 C
ANNO DI COSTR.
GIORNO DI COSTR.
MODELLO
NUMERO DI SERIE
SPECIFICA
TURNO
MV 100 S S 5 174 C
E-16000C SER
2
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SERVICE BULLETIN
Subject: 2-stroke engines - running in and oil requirements
Tecumseh now requires that all 2-stroke engines with a recommended fuel/oil mix
greater than 25 : 1 should be run with the first tank of fuel mixed at double the
recommended ratio. This gives increased protection during the piston ring seating
process.
We also highly recommend the use of Tecumseh smokeless oil (part number
26980003), which is an extremely high quality and environmentally friendly product.
The use of alternative oils which may be of a lower quality will invalidate the warranty.
3
70/A
B. CHECK-UP BEFORE REPAIR
1. GENERAL
If a customer complains of an engine non-starting, it is
a good rule to make an accurate check by first pulling
the starter to ensure that there are no internal breakages.
Ascertain that the correct fuel/oil mixture is being used.
(2-stroke engines).
Check the carburettor and governor controls, remote
control, air cleaner, spark plug, oil level (4-stroke engines).
Drain and refill fuel tank with fresh, clean fuel.
For 2-stroke engines, AV and MV, use a 4% (25:1) or
2% (50:1) petrol/oil mixture. Refer to the operator's manual
for correct mix for each engine.
USE CLEAN FRESH FUEL FOR TESTING
NOTE - If engine is fitted with remote control and choke,

check that:
- With the lever in the choke or start position, the choke
is fully closed and the throttle open. This is important
for starting from cold.
- With the lever in the max position, make sure that the
throttle is fully open. If full throttle is not being attained,
maximum power will not be obtained from the engine.
Fig. 1
3
2. RECOIL STARTER (CHOKE)

a - Move control lever (Fig 2) on engine or remote control
(Fig 2) on equipment to choke or start.
b - Operate mower control to release engine brake (if
any).
c - Pull starter handle (Fig 2-2) with a quick firm action.
Allow the rope to recoil back into its housing whilst
retaining grip on handle.
d - Repeat preceding instructions B and C until engine
starts. Then gradually move control lever on engine or
remote control on equipment away from choke or start
to max position.
NOTE - If engine fires, but fails to start, move control

lever on engine or remote control on equipment to MAX
position and repeat preceding instructions B and C until
engine starts.
NOTE - Warm engine normally starts without choking.
Move control lever (Fig 2) on engine or remote control
(Fig 2) on equipment to MAX position; then follow b c
and d instructions.
RECOIL STARTER (PRIMER)

a - Move control lever (Fig 2-1) to FAST or START
(see equipment manufacturers instructions).
b - Push primer (Fig 2-1) three (3) times. Wait about two
(2) seconds between each push. In cold weather (55F/
13C or below) push five (5) times. Fig. 2
NOTE - Do not use primer to restart a warm engine
c - Operate mower control to release engine brake (if
any).
d - Grasp starter handle (Fig 2-2) and slowly pull rope out
until a slight resistance is felt. Let rope rewind slowly.
Then pull rope with a rapid full arm stroke.
NOTA - If engine fails to start after three (3) pulls, repeat
instructions b, c and d.
Fig. 2-1
4
RECOIL STARTER (PRIMER FIXED SPEED)

a - Push primer (Fig 2.1) three (3) times. Wait about two
(2) seconds between each push. In cold weather
(55F/13C or below) push five (5) times.
NOTE - Do not use primer to restart a warm engine.
b - Operate mower control to release engine brake.

c - Grasp starter handle (Fig 3) and slowly pull rope out
until a slight resistance is felt. Let rope rewind slowly.
Then pull rope with a rapid full arm stroke.
NOTE - If engine fails to start after three (3) pulls, repeat

instructions a,b and c.
If the engine starts and runs satisfactorily, the customer
should be instructed on starting and maintenance Fig. 2-2
procedure, otherwise continue engine fault check.
ELECTRIC STARTER ( Fig 2-2)

To start engine with electric start option, follow the above
procedure except use the key to activate the starter motor.
NOTE - Ensure engine has stopped rotating before re-

engaging the starter motor.
Fig. 3
3. CHECK-UP
A general systematic check can usually locate the fault
in a matter of minutes. The following five points cover this
operation:
- Starter
- Compression
- Ignition
- Carburetion
- Equipment
a) STARTER
Pull starter and ensure that the starter dog engages and
turns the engine. If not, see chapter C, Starter Repair
Methods, ensure that the rope has not been shortened,
thus reducing the number of starting revolutions. The
compression may also be checked by this operation.
5
b) COMPRESSION
If compression is poor, check for:
- Flywheel slipping on crankshaft.
- Loose spark plug.
- Loose cylinder head bolts.
- Damaged cylinder head.
- Warped cylinder head.
- Insufficient tappet clearance (4-stroke engines).
- Broken connecting rod.
- Loose or worn crankshaft seals (2-stroke).
If engine is fitted with compression release, it is necessary
to remove cylinder head and check components visually
if a leak tester is not available.
NOTE - With the compression leak tester faults can be

found easily within minutes (Fig 4).
c) IGNITION
Remove spark plug and connect a new one to the HT
lead, earth plug body to cylinder head, turn the engine Fig. 4
and check that a strong spark occurs between the plug
electrodes. If no spark occurs see chapter E for service
and repair instructions.
If spark occurs, fit new spark plug and attempt to start
engine. Remember that spark failure can also be due to
such faults as:
- Broken flywheel key.
- Crankshaft bearing worn, thus preventing cam from
opening (breaker point ignition).
- Incorrect air gap setting (electronic ignition).
NOTE - When using the compression leak tester

( Fig 4) and the ignition tester (Fig 5), faults may quickly
be located. If no fault can be found, the defect must be
within the carburation system or the equipment.
Fig. 4
Compression Leak Tester. Tests for leakage of valves, Fig. 5
rings and cylinder head in situ.
Fig. 5
Tests standard ignition system in situ. Solid state units
must be removed for test.
d) CARBURATION
After having drained and cleaned fuel tank, refill with fresh
fuel and check (float carburettors) that fuel flows from the
bowl when the drain valve is pressed.
On diaphragm carburettors without primer, remove high
speed jet and operate diaphragm. Fuel should then flow
from jet seat.
If fuel does not flow, check fuel line and filters, re-set
carburettor as in chapter G and carry out starting
procedure.
If engine still fails to start, remove sparking plug and pour
a small quantity of fuel into the cylinder, replace sparking
plug and attempt to start. If engine fires a few times it
may be assumed that the carburettor is at fault. Check
completely the carburettor as in chapter G.
6
NOTE - On 2-stroke engines a broken or damaged reed

plate will prevent starting.
e) EQUIPMENT
What may initially appear to be an engine fault, such as
a starting difficulty or engine vibration, may possibly be
the fault of the equipment rather than the engine.
Owing to the great number of machines in use, it is not
possible to list these separately. The following is a list of
the more common problems:
Hard Starting, Kickback, Failure to Start

- Loose blade. The blade must be tight on shaft or adaptor.
- Loose belt. A loose belt, as with a loose blade, can
cause a backlash effect which will counteract the engine
cranking effort.
- Starting under load; ascertain that the equipment is
disengaged if the unit has a heavy starting load.
- Check remote control assy for proper adjustment with
the lever A in choke or start position. The carburettor
choke should be fully closed (Fig 6).
- Grass cuttings building up under deck may cause
difficulties. Clean deck.
- Check that grass collectors are empty. An overfilled
collector could cause engine malfunction. A
Vibration
- Damaged or out of balance blade
- Damaged or out of balance impellor Fig. 6
- Loose mounting bolts, engine to deck
- Worn blade mounting; replace if mounting allows blade
to move causing unbalance.
Noise
- Cutter blade coupling or pulley, an oversize or worn
coupling can result in knocking, particularly under
acceleration. Check for fit and tightness.
7
C. STARTER
NON-STYLIZED STARTERS
LAV - BV - BVS - VANTAGE - HBL - BH - AV -
MV
1. RECOIL STARTER
In the event of starter failure, remove the unit from the
engine and check the following items:
- That dog A (Fig 1) protrudes when the rope is slowly Fig. 1
pulled. If the rope cannot be pulled, check the retainer
hub locking screw B for correct tightening torque, which
should be kgm 0.5 - 0.6 (45/55 inch lbs).
- If, after correct tensioning of screw B (Fig 1), the dog
does not function, disassemble the starter as follows,
referring to exploded view shown in Fig 2.
Fig 2 - Exploded View Standard Top Starter
1. Retaining Screw
2. Retainer
3. Brake Spring
4. Dog
5. Dog Return Spring
6. Rope Pulley
7. Rewind Spring
8. Starter Housing
9. Rope
10. Handle
To disassemble starter
Release spring tension. Slightly extend rope and lock
pulley . Untie knot or remove staple securing handle and Fig. 2
release pulley (Fig 3).
- Remove centre locking screw.

- Remove retainer hub, brake spring and dog.
- Remove dog return spring B, bearing in mind its position
for correct replacement. (Fig 6).
- Remove pulley and spring container assembly.
- Once the damaged parts have been replaced, lubricate
spring container with soft grease (Fig 4) and proceed
with reassembly.
Fig. 3
Fig. 4
8
To reassemble starter
- Accurately position spring container on pulley (Fig 5).
- Reposition the pulley assembly into container lubricating
shaft and bushing of plastic pulley.
Fig. 5
A. Spring Engagement
B. Spring Disengagement
- Refit retainer spring, place dog and brake spring in

position (Fig 6).
- Accurately position retainer hub and secure with the
screw.
- Re-tension recoil spring. Fig. 5
- Wind pulley clockwise until tight, then allow to unwind
until the hole in the pulley lines up with the eyelet in the
housing. Lock pulley. Install rope and handle. Tie knot
in rope to secure to pulley. Release pulley. (Fig 3).
- After reassembling starter, always make sure that by
pulling the rope slightly the starter dog operates, and
that the rope can be fully extended. When released,
the handle should be held firmly against the starter
housing.
- The correct tension of the spring is obtained after
approximately 5 turns of the pulley.
Fig. 6
2. SIDE MOUNTED STARTER HORIZONTAL

ENGAGEMENT TYPE (LAV, BV)
The side mounted starter was developed for use on
machines in which engines are mounted in a low position.
(Fig 7).
Fig 8 - System of Engagement
A. Flywheel gear
B. Pulley gear
The starter operates the engine by engaging a gear into

teeth on the underside of flywheel. (Fig 8). When the
engine starts, the flywheel speed disengages the starter
gear.
Fig. 7
Fig. 8
9
Disassembly
Disassemble starter as follows. Refer to Fig 9.
- Release main spring tension (5) by removing the handle
and sliding the rope (12) out of the rope clip (16).
(Fig 10).
- Remove rope clip and replace if necessary.
- Remove the two screws (1) and spring cover (2). The
spring (5) may be replaced at this point without further
disassembly.
- Carefully remove old spring and place new spring com-
plete with keeper in position and push spring into place
in the container. (Fig 11).
- For further disassembly remove central fixing screw
(3) and remove pulley assy. (Fig 12). Fig. 9
- Remove brake spring (10) and washer (8) - only early
type starters, and separate gear (7) from pulley (6). If
necessary, replace rope (12) referring to Fig 13.
- Untie knots A and remove rope from handle (14) and
pulley (6).
- Fit a new rope of the same dimensions and retie knots.
- Check all parts before reassembly.
Fig. 10
Fig. 11
Fig. 12
Fig. 13
10
Reassembling
- Refit gear (7) on pulley (6).
- Wind the rope onto the pulley and fit the gear and pulley
assy onto the bracket pin (11).
- Secure the assy with spring hub (4) and screw (3) (Fig
14).
- Fit re-wind spring.
- Fit new brake spring (10) in its seat (Fig 15) being
careful to fit the side extension of the spring on its seat.
- Refit the spring cover and secure with its two screws.
NOTE - Originally the screw (3) (Fig 14,3) had a right Fig. 14
hand thread. Late type left hand thread which is
indicated by S stamped on head.
- Pre-tension the spring by completely winding the rope

onto the pulley in the direction of the arrow. (Fig 16).
- When the rope is fully wound give the pulley one more
complete turn to obtain correct spring tension. (Fig 17).
- The correct tension of the spring is obtained by appro-
ximately 2 turns of the pulley. Fig. 15
NOTE - Only the main spring and spindle must be

greased. Do not grease the brake spring etc, in order to
prevent the accumulation of dust.
Fault checking.
- When the rope does not recoil check:
The spring hub (4), if this rotates, tighten the centre
screw (3). If the centre pin is loose, replace the bracket
(11).
- When the gear does not engage, check:
The distance between the gear and flywheel teeth should
not be greater than 1.5 mm (1/16) (Fig 18). To adjust,
slacken clamp screws and adjust to correct distance, Fig. 16
retighten screw; if the brake spring is a loose fit, replace
and check the breaking action on the gear.
- Pull the starter rope and check that the rope clip is not
loose and that the rope is of the correct length and
diameter.
Refitting to engine
The distance between the gear teeth and the flywheel
teeth must be 1.5 mm (1/16), the bracket mounting holes
are elongated to provide this adjustment (Fig 18).
Fig. 17
Fig. 18
11
3. SIDE MOUNTED STARTER VERTICAL ENGA-

GEMENT USA TYPE
NOTA - Alternative type starter above may also be fitted.
Disassembly:
- Before dismantling, the recoil spring must be locked by
inserting pin C. (Fig 20).
- Next remove taper pin as per Fig 21. Fig. 19
- Remove centre pin by means of a drift and hammer.
- The spring/gear assy may now be removed. (Fig 2).
Remove locking pin (Fig 20-C) and slowly release spring.
To replace:
- Spring: The new spring is supplied complete with
container and new taper pin, the old pin should never
be re-used.
- To detach rope, remove clip A (not to be used again).
(Fig 23).
Fig. 20
Fig. 21
Fig. 22 Fig. 23
12
Assembly
- To fit new rope, thread end through hole in gear and
knot.
- Rewind rope as per Fig 24.
- Place spring on gear and preload two turns. Lock by
inserting locking pin. (Fig 25).
- The assembly can now be fitted into the body paying
particular attention to position of the rope C and the
brake spring M. (Fig 26).
Fig 26. Correct assembly of rope
C. Rope passage
M. Spring brake Fig. 24
- Replace taper pin and remove locking pin. Checking
operation of starter.
- The gear should now move up and down the slot when
the rope is pulled and released. (Fig 27).
Fig. 25
Fig. 26
Fig. 27
13
4. A - STYLIZED RECOIL STARTER (Fig

28-A) VANTAGE, PRISMA, SYNERGY,
BH, SPECTRA & FUTURA
B - INTEGRAL RECOIL STARTER (Fig
28-B) VANTAGE & PRISMA Index Figs
28A & 28B.
1. Retaining Pin
2. Washer
3. Pawl Retainer
4. Washer
5. Brake Spring
6. Starter Dog
7. Dog Spring
8. Rope Pulley
9. Rewind Spring
10. Cover
11. Housing (28A) Shroud Assy (28B)
12. Rope
13. Handle
Disassembly procedure
1. After removing the starter assembly from the air
conveyor, release the tension on the rewind spring by
removing handle and allowing rope to feed back into
starter housing.
2. Place a (19 mm) deep reach socket inside the
retainer pawl. Set the rewind on a bench supported
on the socket.
3. Using a 5/16 (8 mm) roll pin punch, drive out the
centre pin.
4. All components that are in need of service should be Fig. 28 - A
replaced.
CAUTION ! REWIND SPRING IS NOT IN A CANISTER.

Care must be used when handling the pulley containing
spring because the rewind spring and cover is held by
the bosses in the cover.
Assembly procedure
1. Reverse the above listed procedure keeping in mind
that the starter dogs with the dog springs must snap
back to the centre of the pulley.
2. Always replace the centre pin with a new pin upon
reassembly. Also place the two new plastic washers
between the centre leg and retainer pawl.
Discard old plastic washer. The new plastic washers
will be provided along with the new centre pin.
3. Check retainer pawl. If it is worn, bent or damaged in
any manner, replace upon reassembly.
Tap the new centre pin in until it is within 1/8 (3 mm)
of the top of the starter.
CAUTION ! Driving the centre pin in too far will cause

the retainer pawl to bend and the starter dogs will not
engage the starter cup.
Fig. 28 - B
14
C - STYLISED STARTER WITH PLASTIC

WEDGE (Fig. 28-C)
This starter is similar to previous Stylised starters except
that the Pawl Retainer (2) is now plastic, and has extended
lugs which pass through the starter and hold the assembly
together.
These lugs are locked in position by a plastic wedge (1)
which is inserted between the lugs from the top of the
starter.
NOTE - The plastic wedge may be covered by a decal,

which has to be carefully removed to gain access to the
wedge.
Fig. 28 - C
1. Plastic Wedge
2. Pawl Retainer
3. Pawls
4. Pawl Springs
5. Pulley
6. Spring
7. Cover
8. Housing
9. Rope
10. Handle
NOTE - Pulley (5), Spring (6), and Cover (7), are supplied
as an assembly when purchased for spare parts
purposes.
DISASSEMBLY/REASSEMBLY
Fig. 28 - C
- Release spring tension by unwinding rope.
- Remove decal (if fitted) and pry out the
plastic wedge.
- Holding starter assembly together in hand,
squeeze lugs together.
- Carefully remove pawl retainer.
- Inspect as for previous stylised starter.
- Re-assembly is the reverse of the above procedure
taking care to correctly locate the Pawl Retainer in the
Pawls.
NOTE - Parts for this starter are not interchangeable

with other starters.
15
5. 12 VOLT ELECTRIC START SYSTEM

ELECTRICAL CIRCUIT (Fig 29)
1. Charging Alternator
2. Alternator Lead
3. Ignition Cut-out Lead
4. Battery Earth Cable
5. Alternator Lead, Red, 18AWG
6. Alternator Lead (see 2)
7. Connector Body
8. Electric Starter Lead
9. Starter Motor (internally earthed)
10. Starter Motor Lead (see 8)
11. Battery Earth Lead
12. View A-A of Female Connector Body
13/14. Battery
15. Connector
16. Cable, Black, 12 AWG
17. Heavy Duty Switch
Fig. 29
a) BATTERY
The battery is a part of two circuits, starting and charging.
Therefore before going into any extensive alternator or
starter checks, the battery itself should be checked first.
Ensure that it is fully charged by recharging for 24 hours
with charger supplied. In low temperatures battery power
reduces whilst power required to crank engine increases.
NOTE - Loss of charge is normal and temporary during

off season storage.
Sealed Lead Acid Type Batteries

When not in use, store in a cool dry place. After storage,
charge with charger unit supplied for 24 hours. Automotive
type chargers must not be used as these can overcharge
the battery causing extensive damage. The operation of
the charger supplied can be checked by feel, it should
be warm to the touch whilst in use. The charger has an
output of approximately 100-150 mA, i.e. 1/10 of an Amp
at 12V DC.
16
Maintenance instructions for sealed batteries

- Store battery in dry and ventilated area, disconnecting
the battery from the wiring harnesses.
- Avoid storing discharged batteries. It is extremely
important that it is fully charged before storing.
- If battery has discharged, it should be put immediately
on recharge.
- Use only the charger supplied with the battery, or one
with the following features:
- maximum current output 100-200 mA at 15 Volts DC.
- Before prolonged lawnmower storage, disconnect battery
from engine wiring harnesses and ensure battery is
fully charged.
- Avoid shorting battery terminals. The high current
delivered by batteries can overheat and destroy the
insulation and internal connections.
b) ALTERNATOR
A single coil alternator is fitted alongside the ignition coil
(Fig 30) and utilises the same flywheel magnets as the
ignition coil. The air gap is 0.30 mm and is set in
conjunction with the HT coil assembly. The alternator has
an output of 325-350 mA at 3000 rpm which is sufficient
to keep the battery charged under normal working
conditions.
Air gap setting

Loosen all lamination screws, turn flywheel so magnet is
centred across from solid state module using air gap
gauge, part no. 26990003 (gauge for 0.30 mm air gap).
Tighten ignition coil screw (right side). Rotate flywheel
and repeat procedure setting 0.30 mm air gap between
alternator coil laminations and magnet. Tighten all alternator
screws
To check the system, remove the plastic connector
housing by inserting a small bladed screwdriver or similar
Fig. 30
device to release the spade connector. (Fig 31).
Connect one probe of a continuity meter to the lead of
the alternator, the other probe to an unpainted surface on
the engine for ground. Reverse the meter probes. If
continuity exists in both probe positions, the alternator
assembly must be replaced. (Continuity should exist in
one of two probe positions only). If there is no continuity
in both probe positions, the assembly must be replaced.
Fig. 31
17
c) STARTER MOTOR TROUBLESHOOTING

STARTERS
STARTER DOES NOT FUNCTION

Check for:
- No current to the starter caused by faulty connections
or dead battery.
- Faulty safety switches, ignition or starter switch or
solenoid.
- Engine locked up or parasitic load on engine.
- Shorted open or grounded field coil.
- Open, shorted or bent armature.
- Brushes sticking or damaged.
- Dirty or oily brushes or commutator.
STARTER CRANKS ENGINE SLOWLY

Check for:
- Battery discharged or weak.
- Parasitic load or "tight" engine.
- Worn brushes or weak brush springs.
- Dirty, oily or worn commutator.
- Worn bearings in cap assemblies.
- Defective armature.
STARTER SPINS, ENGINE DOES NOT CRANK.

Check for:
- Pinion gear sticking on shaft.
- Damaged pinion or flywheel ring gear.
DRIVE ASSEMBLY SERVICE

Pinion gear parts should be checked for damage or wear. Fig. 32
If the gear sticks on the shaft it should be washed in
solvent to remove dirt and grease and dried thoroughly. If
damaged, replace parts.
The unit is disassembled by removal of the two end cap
screws, the bendix gear is secured by a snap ring at the
shaft end.
If starter is sluggish in operation, remove end cap and
check condition of armature and brushes; if brushes
require replacing the complete end cap must be replaced.
(Fig 32).
ARMATURE CHECK
If commutator bars are glazed or dirty, they can be turned
down in a lathe. While rotating hold a strip of 00 grade
abrasive paper lightly on the commutator, moving it back
and forth. Do not use emery cloth. (Fig 33).
Recut grooves between commutator bars to a depth equal
to the width of the insulators.
Using a continuity tester to make certain no continuity

exists between the commutator (copper) and the iron of
the armature. Rotate armature and check all commutator Fig. 33
bars (Fig 34).
18
Re-torque starter mounting bolts to 8090 inch lbs (9.010

Nm).
NOTE - If it is necessary to replace either the starter

pinion and/or the flywheel due to damaged teeth, it is
essential that the starter pinion to flywheel ring gear
mesh is checked on re-assembly. The correct mesh is
1.5 mm (1/16) between the head of the pinion gear tooth
and the base of the flywheel gear tooth. Correct
adjustment can be accomplished by de-forming the
starter mounting bracket accordingly.
Fig. 34
19
D. FLYWHEEL BRAKE SYSTEM

Tecumseh's Flywheel Brake System provides consumer
safety by shutting down the engine and lawnmower blade
within seconds after the operator releases the engine/
blade control at the handle of the lawnmower.
The Brake Starter Mechanism may be used with either of
two options for starting:
1. Manual Rope Start

2. 12 Volt Starter System Fig. 1
Each system requires the operator to start unit behind

mower handle in operator zone area. The electric start
system also provides a charging system for battery
recharge when engine is running.
- TO STOP ENGINE (Fig 1). In the stop position the brake

pad (A) is applied to the inside edge of the flywheel; at
the same time the ignition system is grounded out (B).
- TO START THE ENGINE (Fig 2). In order to restart the
engine, the brake control must be applied. This action
pulls the brake pad (A) away from the inside edge of
the flywheel and opens the ignition ground switch (B). Fig. 2
On electric start systems the starter is energized to
start the engine.
On non-electric start systems, recoil starter rope must
be pulled to start engine.
WIRING DIAGRAMS (Electric Start Systems) (Fig 3).

All wiring beyond the connectors on the engine are
supplied by the equipment manufacturer. Check all
terminals and connectors for corrosion and adequate
contact, and all wiring for damage and proper size.
BATTERY
Check battery following the manufacturer's
recommendations. The charging system on the engine
maintains the battery during normal use.
CAUTION:
- Disconnect battery from engine before servicing.
- Before removing flywheel, remove brake pressure from
flywheel to make removal of flywheel easier.
- Compress spring by moving lever toward spark plug
and when hole in lever (A) aligns with hole in bracket
(B), secure lever in this position with alignment tool
670298 (Fig 4). Remove flywheel per normal service Fig. 3
procedure as outlined under IGNITION section of this
manual.
Do not damage brake pad or brake mechanism.
Fig. 4
20
FLYWHEEL REASSEMBLY (Fig 5)

1. Brake lever compressed with alignment pin in place.
Inspect brake pad (A) to be free of dirt, oil or grease.
If pad is contaminated, or less than 1.5 mm (.060) at
narrowest point, replace.
2. Determine if grounding clip is in correct position (B).
3. Install flywheel. Be certain that ground wire to
grounding clip does not touch flywheel. Fig. 5
4. Torque flywheel nut to 50Nm (35 foot pounds).
BRAKE MECHANISM INSTALLATION (Fig 6)

If the brake assembly is removed during service to the
engine, reassemble the brake mechanism in the lowest
position on the mounting holes (A). Re-torque screws to
10Nm (90 inch pounds).
CONTROL CABLE CONDUIT CLAMP SCREW

(Fig 8,A).
If not using a service part screw, be certain the screw
length does not extend to prevent free travel of lever.
CONTROL SWITCH (Fig 7,A)

The brake lever must close the switch before the starter Fig. 6
can be engaged.
THIS SYMBOL POINTS OUT IMPORTANT SAFETY

INSTRUCTIONS WHICH IF NOT FOLLOWED,
COULD ENDANGER THE PERSONAL SAFETY
AND/OR PROPERTY OF YOURSELF AND
OTHERS. READ AND FOLLOW ALL INSTRUC-
TIONS.
- DISCONNECT BATTERY FROM CIRCUIT BEFORE

MAKING CHECK.
Fig. 7
- To perform a continuity check of the switch, use a
continuity light or meter. Remove starter wire from starter
terminal of switch. With one of the continuity unit's
probes inserted in the brake start mechanism's terminal
red wire connector and the other lead to the starter
terminal (on switch), press the switch button; the light
or meter should indicate continuity. If not, replace switch.
If continuity exists without pressing switch button,
replace switch.
To replace switch (Fig 9).

Carefully grind off the heads of rivets, remove the rivets
from the backside of brake bracket. Use the self-tapping
screw to make threads in the bracket, install the switch to
the brake bracket in the proper position and secure the
switch to the bracket with the machine screws.
- Be careful, over-tightening of the screws could break Fig. 8

the switch.
- For electric starter maintenance see Starter Section,

Chapter C.
Fig. 9
21
E. IGNITION SYSTEM
GENERAL
Two types of ignition systems have been used:
- CONVENTIONAL IGNITION SYSTEM consisting of

flywheel with built in magnets, ignition coil, condenser
and breaker points. Depending on the model and year
of production, the configuration will vary but service on
these systems is identical.
- SOLID STATE SYSTEM (CDI) consisting of flywheel Fig. 1

with built in magnets and a solid state electronic module.
Fig. 1. CONVENTIONAL IGNITION SYSTEM

(Internal coil) LAV - HBL - AV - MV
REMOVAL OF FLYWHEEL (NOT MV OR BH TYPE)
- Remove air shroud complete with starter (Fig 2).
- Remove flywheel nut and starter hub using strap wrench
part number 670305 or C spanner 670217 to prevent
flywheel from turning (Fig 3).
- Using special tool 670103 for 7/16 UNF crankshaft or
670169 for 1/2 UNF crankshaft screw fully on and Fig. 2
back off one turn.
- Supporting the flywheel underneath, strike the tool
squarely with a sharp blow from a hammer to break the
flywheel loose. (Fig 4).
Fig. 3
Fig. 4
22
The standard method of flywheel removal used on other engines

can damage the main bearing ball races.
In order to remove the flywheel in the correct way, proceed as
follows:
- Remove the other parts in the standard way (air shroud,
flywheel nut, starter cup etc.)
- Place tool 670306 as per Fig 5 locating the centre bolt
on to the crankshaft.
- Place the 3 self threading screws of the tool in the 3
holes of the flywheel and tighten to at least 2 turns.
NOTE - The screws should be tightened an equal number

of turns.
By using a 11/16 wrench, the centre bolt can now be Fig. 5
tightened. In this way the flywheel can be removed (see
Fig 5). For remounting the flywheel, proceed as usual.
NOTE - SUBSEQUENT REMOVAL

In this case, the flywheel holes will already be threaded.
To ensure sufficient grip on the flywheel, the self
threading screws should be inserted at least one turn
more than the existing threads.
CHECKING INTERNAL PARTS

- Remove retaining clip A, and breaker box cover, and Fig. 6
make visual check. (Fig 6).
- Points gap - see table, if adjustment is necessary loosen
screw securing static point and reset using feeler gauge.
- Clean contacts with fine emery or contact file.
- Remove all traces of oil, if oil is present in the breaker
box it will be necessary to renew the crankshaft oil seal.
- Check all wires and connections.
- With an ignition tester check the efficiency of the coil
and condenser (if a tester is not available it may be
necessary to test with new units).
- Reassemble and carry out spark test. If engine does
not run correctly, the condenser may be suspect; this
is usually indicated by burning of the contacts. (Always Fig. 7
replace a condenser if points are burned).
To replace breaker points

- Remove nut A securing terminal to breaker points.
(Fig 7).
- Remove breaker by lifting out and simultaneously easing
insulator block A from box. (Fig 8).
- Detach static point by removing securing screw A.
(Fig 9).
- Inspect points and replace as necessary.
- Position static point in box and locate with securing
screw leaving screw loose for adjustment.
- Fit moving point, secure with nut and reconnect wires.
Fig. 8
Fig. 9
23
Cleaning points
To clean the points in position:

- Rotate engine until points are open. Insert a piece of
smooth emery.
- Close points in order to grip emery and clean.
- Open points and remove all traces of dust. (Fig 10).
To adjust points
- Adjust points gap to 0.45 0.50mm (.020) as follows
(see Breaker point setting table).
- Turn engine to bring cam heel to widest opening point.
- Insert feeler gauge and with the aid of a screwdriver
fitted in slot A (Fig 11), gently close points until a drag Fig. 10 Fig. 11
is felt on the feeler.
- Tighten points securing screw.
COIL INSPECTION
- Inspect coil for damage, cracks, bad insulation or signs
of overheating. Check all leads, particularly at point of
entry to coil.
- Check coil efficiency on a tester with coil mounted on
stator (Fig 12).
- Check coil outer insulation for leaks with tester
(Fig 12). If a tester is not available, the engine may be
tested with a new coil.
COIL REPLACEMENT
- Remove coil by releasing retainer spring A or by
straightening the lamination of the core B (Fig 13).
- Disconnect all leads and unsolder terminal A (Fig 14). Fig. 12
- Completely detach coil (Fig 15).
- Reverse the procedure for refitting.
Fig. 13 Fig. 14
Fig. 15
24
CONDENSER CHECKING:
- Check for external damage
- Check condenser efficiency with tester.
CONDENSER REPLACEMENT (Fig 14).

- Unsolder wire from terminal A
- Remove wire from hole B.
- Remove condenser securing screw D.
- Reverse procedure for refitting.
NOTE - During soldering operations, remove terminal

A from screw in order to prevent damage to insulator.
2. CONVENTIONAL IGNITION SYSTEM

EXTERNAL COIL BV SERIES
On BV engines an external coil ignition system is fitted.
On this model the coil assembly is mounted on two pillars
cast on the cylinder (Fig 16).
NOTE - Attention should be paid to the routing of wires

and of HT lead. Fig. 16
The flywheel fitted to this system has the magnetic mass

located on the outside of the flywheel (Fig 17-B).
The technical advantages of this system are:

- More consistent spark at low rpm
- Fixed timing
- Adjustable air gap (set to 0.38 mm) - .015
BREAKER POINTS
The points are accessible by removal of the flywheel
and adjustment is the same as the internal coil system
(0.5 mm .020)
Fig. 17
LAMINATION/FLYWHEEL AIR GAPS
To set air gap, proceed as follows:
- Set coil at maximum gap
- Position flywheel magnets B as per Fig 16
- Place a 0.30 mm gauge or metal strip of at least 100 0,3 mm
mm in length across the magnets. (Fig 18).
- Rotate the flywheel to position the magnets opposite
the coil, slacken the coil securing bolts, following which
the coil should be attracted to the gauge; tighten the
securing bolts and remove gauge.
Fig. 18
25
3. IGNITION TIMING
GENERAL
All engines are correctly timed before delivery and the
timing marked as in Fig 19 (Points Ignition).
On engines with outside coil and solid state, ignition timing
is fixed.
TWO STROKE TIMING (Points Ignition)

- Set breaker points to 0.45 0.50 mm (.20).
- Remove sparking plug, insert a narrow rule on to piston
top, place a straight edge across top of cylinder.
(A special tool is available for this operation), (Fig 20).
- Turn crankshaft in direction of rotation and bring piston
to top dead centre indicated by position of rule against
edge or on scale of special tool.
- Refer to table for correct amount of advance. Turn Fig. 19
engine in reverse direction until this is obtained, denoted
by rule position against straight edge or scale on special
tool.
- Slacken stator securing bolts and turn until points are
just about to open. If a test light is not available for this
operation, insert a piece of cigarette paper between
the points and turn until paper just becomes free; at this
point lock stator.
FOUR STROKE TIMING (Points Ignition)

- Set points to 0.45 - 0.50 mm (.020).
- Accurate timing is best achieved by removing the
cylinder head and gasket, turn engine to top dead centre
and using gauge (Fig 22) set timing following the pro-
cedure for two stroke engines; special tools are available Fig. 20
for this operation (Figs 21 and 22).
- Dial gauge timing tool - part no. 670241 (Fig 21) may
be used without removal of the cylinder head.
Fig. 21
Fig. 22
26
4. SOLID STATE IGNITION SYSTEM (CDI)

BVS - VANTAGE - PRISMA - SYNERGY -
HTL - SPECTRA - FUTURA - BH - MV
This is an all electronic ignition system with all the
components sealed in a module and is located outside
the flywheel. There are no components under the flywheel,
except a collar to hold the flywheel key in position.
It can be identified by the square configuration of the
module and a stamping Gold Key to identify the proper
flywheel key on early units. (Fig 23).
- The correct air gap setting between the flywheel magnets
and the laminations of the solid state module is
0.30 - 0.40mm (Fig 24).
- Place gauge between the magnets and laminations, and
tighten mounting screws to a torque of 30 40 inch lbs Fig. 23
(3.3 4.5 N m).
- Recheck gap setting to make certain there is proper
clearance between the magnets and laminations.
The solid state (CDI) module is protected by epoxy filler

from exposure to dirt and moisture. This system requires
no maintenance other than checks of the high tension
lead and sparking plug.
SOLID STATE IGNITION OPERATION

As the magnets in the flywheel rotate past the charge
coil, electrical energy is produced in the module. This
energy is transferred to a capacitor where it is stored
until it is needed to fire the spark plug.
The magnet continues rotating past a trigger coil where a Fig. 24
low voltage signal is produced and closes an electronic
switch (SCR).
The energy which was stored in the capacitor is now
transferred through the switch (SCR) to a transformer
where the voltage is increased from 200 volts to 25,000
volts. This voltage is transferred by means of the high
tension lead to the spark plug, where it arcs across the
electrode of the spark plug and ignites the fuel air mixture.
(Fig 25).
Index Fig. 25
1. Flywheel Magnet
2. Loaded Coil
3. Silicone Controlled Rectifier (SCR)
4. Diodes
5. Secondary Coil
6. Spark Plug
7. Earth Connection
8. Condensor
Air gap settings
RPM GAUGE TYPE Size

Tolerance Part mm.
(mm) No.
3000/3150 .20.30 670297 .30
3350/3850 .30.40 88841550 .40
Fig. 25
27
4A. GROUND TO GO IGNITION UNIT

(FLYMO MV100S)
Some Flymo Pilot machines (L47) have been built with
an electronic ignition unit which operates the opposite
way to conventional units.
This unit has to be earthed to start the engine and can be
identified by a green collar at the base of the High Tension
lead.
NOTE - This unit must not be used on any other

application unless specified, or accidental starting when
control is in off position could occur. always refer to
the master spare parts list when ordering parts.
5. SPARK PLUG (Fig. 26)

Check spark plug every year, or every 100 hours of
operation.
- Clean area around spark plug.

- Remove and inspect spark plug.
- Replace spark plug if electrodes are pitted or burned,
or if the porcelain is damaged.
For replacement use :
Champion RJ17LM or RJ19 LM for Side Valve & MV

engines
Champion RN4C for OHV engines
NOTE - Side valve engines are fitted with a spark plug

of 8mm reach (OHV 19 mm). The use of a spark plug
with a longer thread will result in damage that is not
covered by warranty.
- If reusing the spark plug, clean it by carefully scraping Fig. 26

the electrodes. (Do not wire brush or sand blast).
Ensure entire spark plug is clean.
- Check electrode gap with feeler guage and set gap at

0.6 mm (.024) if necessary.
- Install spark plug in engine and torque to 2.1 kgm

(15 ft lbs). If lacking torque wrench tighten securely.
28
4-STROKE ENGINE SPARK ADVANCE WITH SPARK IGNITION
SPARK ADVANCE
TOP DEAD CENTRE
ENGINE
P.M.S. mm P.M.S. inch
LAV-LAVR 30-35 1.070 - 1.770 3/64 - 1/16
LAV-LAVR 40-172 0.635 - 1.143 1/32 - 3/64
ADVANCE
H 22 - 25 - 30 1.070 - 1.770 3/64 - 1/16
H 35 0.755 - 1.003 1/32 - 3/64
HS - HSB 40 0.635 - 1.143 1/32 - 3/64
HS - HBL 30 1.070 - 1.770 3/64 - 1/16
HS - HBL 35 0.755 - 1.003 1/32 - 3/64

DIRECTION OF ROTATION VIEWED FROM FLYWHEEL
HBL - HBP 40 0.635 - 1.143 1/32 - 3/64
BV 150 - BV 153 FIXED FIXED DISTANCE BETWEEN POINTS

BVR 150 0.635 - 1.143 1/32 - 3/64
BV 172 - FIXED FIXED

BVR 172 - BV 173 0.635 - 1.143 1/32 - 3/64
0.3 mm
FIXED SPARK ADVANCE ON IGNITION SYSTEM

WITH EXTERNAL COIL
The engines produced since 1984 are equipped with electronic ignition.
29
2-STROKE ENGINE SPARK ADVANCE
ADVANCE
TOP DEAD CENTRE
ENGINE
P.M.S. mm P.M.S. inch
TA 3.09 - 3.75 1/8 - 9/64
TA MARINO 3.99 - 4.48 5/32 - 11/64
ADVANCE
VA 3.02 - 3.70 1/8 - 9/64
VA MARINO 4.05 - 4.55 5/32 - 11/64
AH 81 MARINO 3.78 - 4.75 5/32 - 3/16
DIRECTION OF ROTATION VIEWED

FROM FLYWHEEL SIDE
AV 47 4.42 - 5.03 11/64 - 3/16
ZH FISSO FISSO
DISTANCE BETWEEN POINTS
AV520 - 521 - 525 2.25 - 2.75 3/32 - 7/64

AV600 - 601 - 605
MV100 S 2.25 - 2.75 3/32 - 7/64
AV750 - 755 2.00 - 2.50 5/64 - 7/64

AV125
MV100 - MV100 S ELECTRONIC ELECTRONIC

PRODUCED IGNITION IGNITION
SINCE 1986
Engine models MV100-MV 100 S, produced since 1986, are equipped with electronic ignition.
30
F. AIR FILTERS
GENERAL
Owing to the nature of the work for which an air cleaner
is designed, it follows that it must have a direct effect on
the carburation. It is, therefore, essential that it is kept
perfectly clean and correctly maintained at all times. Its
function is to protect the inner parts of the engine from
dust particles present in the air, a condition which is
generally aggravated by the operation of the machine.
Should the air cleaner maintenance instructions not be
strictly adhered to, dirt and dust collected in the cleaner
could enter the engine or cause overchoking, resulting
in too rich a fuel mixture. Both the above conditions re-
duce engine life.
These impurities in a 4 stroke engine or admitted in the
mixture of a 2 stroke engine, form an abrasive which
promotes excessive wear to moving parts.
When a 4 stroke engine becomes overchoked due to a
dirty air cleaner, an excessive amount of petrol is drawn
into the cylinder, flushing the cylinder wall, resulting in
insufficient lubrication. It is therefore important that
operators observe the instructions on air cleaner
maintenance.
Engine operation is impaired by an air cleaner in bad
condition and no warranty is granted to users who do not
carefully follow the air cleaner servicing instructions.
Tecumseh engines are fitted with the following types of
air cleaners:
1. POLYURETHANE TYPE AIR CLEANER

This consists of a polyurethane foam element retained
in its housing by a cover (Fig 1). A metal grill is fitted in
the base of the container to prevent the element being
drawn into the engine.
Maintenance of this type is carried out by washing the
polyurethane foam element in a mixture of water and
household detergent, providing that the element is Fig. 1
thoroughly dried before re-oiling.
(Should the foam element be excessively impregnated
with dirt after prolonged use, replace it).
After this cleaning operation, wet the polyurethane foam
with a spoonful of mineral oil and squeeze it lightly to
obtain a uniform distribution of the lubricant through the
element. Clean the container and re-fit the element.
31
2. MUFFLER ON POLYURETHANE AIR

CLEANER
The intake muffler is fitted on the standard polyurethane

air cleaner.
The cover has been modified by adding 3 holes (Fig 2)
in order to secure the muffler by means of 3 self-threading
screws.
The muffler consists of a plastic cover with 3 air vent
tubes. These tubes are drilled and placed in such a way
as to reduce intake noise (Fig 3). Fig. 2
DISASSEMBLY AND MAINTENANCE

- For disassembly, first remove the muffler cover group
(Fig 4).
- Unscrew the 3 self-tapping screws and detach the 2
parts.
- Clean the inside of the muffler with petrol thoroughly.
- Clean the other elements of the air cleaner (foam, metal
grill etc) as described before.
- Re-assemble the air cleaner and fit the muffler to the Fig. 3
filter cover before the latter is secured to the filter body.
NOTE - The internal holes of the muffler (Fig 4) must be

always perfectly clean and should not show any moulding
defects (burrs) otherwise carburation may be affected.
Fig. 4
3. POLYURETHANE AIR CLEANER WITH

SNORKEL
A snorkel type pre-cleaner is available to meet the
requirements of manufacturers of equipment operating
in extremely dusty conditions. This consists (Fig 5) of a
standard polyurethane filter with a specially shaped cover
to which is attached a plastic hose, carrying at the intake
end, a paper cartridge filter. The advantage of this type
of filter is to take in air from a point where dust is at a
minimum.
Servicing of this assembly is carried out in three stages:
- Paper air cleaner. Clean paper filter by compressed

air or by tapping on a hard surface. Replace if
excessively clogged.
- Hose. Wash hose from inside with a flow of water and

detergent to remove any dust deposits, check hose
for damage and loose connections.
- Polyurethane element. Service as for other types.
Fig. 5
32
4. CLEAN.ASP.AIR
LAV ENGINES
As illustrated in Fig 6, reverse flow air is taken from the
flywheel fan so that by centrifugal effect, all dirt and dust
and particles are removed from the intake pipe area.
The clean air enters tube A (Fig 7) and flows into a pre-
cleaning chamber B before passing through a large
dimension polyurethane air filter C.
Fig. 7
A Air enter tube

B Chamber
C Polyurethane filter Fig. 6
The maintenance of the polyurethane element must be

carried out following the same instructions as for the
previous type.
Essential points:
- Wash in petrol
- Dry out
- Impregnate element with a spoonful of SAE 30 oil
- Knead uniformly to distribute the oil
BV ENGINES STANDARD
The Clean-Asp-Air fitted on earliest BV engines has the
same working and element maintenance of the Clean-
Asp-Air filter on LAV range, but different design. (Fig 8).
Fig. 7
5. OIL BATH FILTER (Fig. 9)

TO SERVICE FILTER:
The oil bath filter is only efficient when the oil is at the
level indicated on the bottom of the container (Fig 9-D).
Check oil level every five (5) hours. If not to correct level,
refill container using a similar oil to that used in the
engine. Change oil once a year or more often when
operating in extremely dusty conditions.
Clean and re-oil foam every 10 operating hours and
change it every 50 hours or more often if used in
extremely dusty conditions.
FILTER MAINTENANCE
a. Remove the cover A from the filter body (twist
counterclockwise). Fig. 8
b. Remove the foam filter (B) from the cover.
c. Wash in water and detergent solution and squeeze
(don't twist) until all dirt is removed.
d. Rinse thoroughly in clear water.
e. Wrap in a clean cloth and squeeze (dont twist) until
completely dry.
f. Saturate with engine oil and squeeze (dont twist) to
distribute oil and remove excess oil.
g. Clean the filter body (C) and refill with clean oil up to
level indicated (D).
h. Replace filter foam and refit cover ensuring this is
correctly secured.
Fig. 9
33
6. AIR CLEANER FOR FLYMO
Two stroke engines fitted to Flymo Airborne Rotary

lawnmowers (Hover mowers) are equipped with a
Turbo air filter of Flymo design and origin. Parts for
these filters should be obtained from your usual Flymo
stockist.
Maintenance Instructions (Fig 10):

- Remove the two screws (D) which retain the filter cover.
Take off the cover (A) and remove the two filters (E)
and (F).
- Clean inside the filter cover (A) thoroughly
- Shake or tap the thick black filter (E) to remove any Fig. 10
dirt or dust. If the thin white filter (F) is oil soaked and/
or covered with dust, replace it.
DO NOT OIL THE FILTERS
- Replace the thicker filter (E) in the recess of the filter
cover and the thinner one (F) on top, taking care not
to crease them.
- Clean the plastic filter body (G) with a small brush.
- Replace the filter cover (A) and the two retaining
screws.
- It will only be necessary to remove cap (B) by taking
out the two screws (C) if there is visual evidence of
grass or excess dust.
34
7. DUAL POLYURETHANE AIR CLEANER

WITH SNORKEL (Fig. 11)
OPERATION
Similar to polyurethane air cleaner with paper element
and snorkel except in this instance there are two
polyurethane filters.
One filter element is located in a housing before the
carburettor and the other element is situated at the end
of the snorkel flexible pipe usually fitted at the top of the
machine handlebars. Again this system is used when
equipment is used in extremely dusty conditions.
Fig. 11
1. Filter element
Fig. 11
2. Filter body
3. Snorkel tube
4. Pre-filter body
5. Pre-filter element
6. Pre-filter cap
Service filter elements every 25 operating hours, or more

often if conditions are extremely dusty.
Wash the polyurethane foam element in a mixture of
water and household detergent ensuring that the element
is thoroughly dried before re-oiling.
(Should the foam element be excessively impregnated
with dirt after prolonged use, replace it).
After this cleaning operation, wet the polyurethane foam
with a spoonful of mineral oil and squeeze it lightly to
obtain a uniform distribution of the lubricant throughout
the element.
Clean inside of element housing before refitting filters.
Wash snorkel pipe from inside with a flow of water and
detergent to remove any dust deposits, check pipe for
damage and loose connections. Fig. 12
NOTE - Snorkel pipe to be completely disconnected and

cleaning to be carried out well away from engine.
8. DUAL DRY TYPE PAPER ELEMENT

This air cleaner consists of a paper type element with
felt pad pre-cleaner around it. Fitting of air cleaner for
horizontal crankshaft engines shown in Fig 12, for vertical
crankshaft it is shown in Fig 13A and 13B.
Fig. 13
1. Locating tab
2. Cover
3. Pre-filter (round filters only)
4. Filter element
5. Filter base
6. Press here to release cover (tab)
- Every 25 hours replace felt pad (precleaner)

- Every 75 hours, or yearly, replace felt pad filter (paper
cartridge)
If machine is used in a dusty environment, renew felt
pad or filter more often. Do not attempt to clean or oil
paper cartridge or felt pad.
Never run engine without complete air cleaner (felt pad
and paper cartridge).
Fig. 13A
35
HORIZONTAL CRANKSHAFT ENGINES
- Loosen the two cover screws completely and remove

cover from base (Fig 12)
- Remove complete air cleaning lifting and softly rotating
the cartridge, being careful to prevent dirt from entering
air intake.
- If the paper cartridge is still in good servicing conditions,
proceed to replace the felt pad, otherwise proceed to
replace the complete air filter.
- Clean carefully inside of filter base with a clean, soft
cloth.
- Install the filter with new felt pad, or the complete air
filter into base by pushing and rotating it. Make sure
that filter is correctly seated in the base.
- Replace the cover and tighten the two screws securely.
(Fig 12).
VERTICAL CRANKSHAFT ENGINES DUAL ROUND

SHAPED AIR CLEANER (Fig 13A)
To install new felt pad or element proceed as follows:
1. Remove the cover by pressing the tab (6).
2. Remove the complete air cleaner taking care not to
allow dirt and grass cuttings to enter air intake.
3. Remove the felt pad by sliding it off the paper
cartridge.
4. Check the paper cartridge condition and replace if
dirty. Clean carefully inside of filter base.
5. Install the new felt pad over the paper cartridge.
6. Install the complete air cleaner into base. Be sure it
is correctly seated in the base. Refit the cover.
To install new complete air cleaner refer to preceding

instructions. Fig. 13B
Type 2 (Fig 13B) OVAL SHAPED AIR CLEANER
REPLACEMENT
1. Remove the cover by pressing the tab.
2. Unscrew the wing nut and remove the metallic cover
of the air cleaner.
3. Remove the old air cleaner taking care not to allow
dirt and grass clippings to enter air intake.
4. Clean carefully inside of filter base.
5. Install the new air cleaner into base. Be sure it is
correctly seated in the base.
6. Refit the metallic cover, the wing nut and the cover.
NOTE - carefully tighten the wing nut without forcing it.

never wash the paper cartridge or attempt to brush dirt
from it as this destroys its filtering ability.
36
9. AIR CLEANER WITH AIR INTAKE FROM

THE BLOWER HOUSING
Fig. 14
A. Filter Cover
B. Screws
C. Filter Element
D. Foam Gasket
E. Foam Support
F. Base
G. Breather Gas Recirculation Filter
Proceed as follows:
1. Remove filter body by unscrewing the two screws.
Do not remove screws from the filter body.
2. Inspect the following areas for dirt accumulation: a,
e, f.
Remove the foam air filter and the breather gas
recirculation foam. If the foams are dirty or clogged
they must be replaced. Refer to Filter Replacement.
3. Check the gasket inside the filter body. Replace if it
is damaged or deformed.
FILTER REPLACEMENT
To remove the foams from the body and from the base,
follow instruction 1 in the preceding section; Then Fig. 14
proceed as follows:
1. Clean inside the body, the foam support and the filter
base.
2. Saturate the new foam with two table spoons (approx.
20 ml) of clean engine oil. Squeeze (do not twist) to
evenly distribute the oil and remove excess oil. Do
not oil the new breather gas recirculation foam.
3. Fit the new foam into the body making sure it is
correctly seated into the body. Ensure the foam gasket
(d) is fitted correctly in the body. Install the new
breather gas recirculation foam into its proper seat
on the base.
4. Position the foam support on the filter base. The
bevelled part of the support must point towards the
air intake. The fins of the support must face up.
5. Position the body and tighten the two screws securely.
DO NOT OVERTIGHTEN.
37
10. AIR CLEANER INVERTED FLUX FOAM

TYPE
Fig. 15
A. Filter Cover
B. Retaining Lugs
C. Filter Element
D. Foam Gasket
E. Base
CHECK PROCEDURE
Check the filter annually, or every 25 hours of use. More
frequently if used in dusty environments.
1. Release filter body (A) by pressing the two lugs (B).
2. Inspect filter base (E) for dirt accumulation. Remove
the foam from the body. If the foam is dirty or
clogged, it must be replaced. Refer to FOAM
REPLACEMENT instructions.
3. Check the gasket. Replace if it is damaged or
deformed.
FOAM REPLACEMENT
To remove the foam from the body please follow
instructions 1 and 2 in the preceding section. Then
proceed as follows:
1. Clean inside the body and the filter base.
2. Saturate the new foam with two table spoons (approx.
20 ml) of clean engine oil. Squeeze (do not twist) to
evenly distribute the oil and remove excess oil.
3. Fit the new foam into the body making sure it is
correctly seated into the body. Fig. 15
4. Position the body so that the lugs on the base
corresponds to the body openings.
5. Secure body to filter base by downward pressure.
38
11. CONICAL AIR CLEANER

Fig. 16
A. Cover
B. Filter Element
C. Flange
D. Location Tab
E. Location Slot
F. Retainer
PAPER CARTRIDGE REPLACEMENT

1. Turn cover to the left (counter-clockwise) and remove
it and filter from flange. Discard filter.
2. Clean cover and flange thoroughly.
3. Insert new filter into cover.
4. Position cover and filter against flange with tab on
cover inserted into lower left corner of slot in flange.
5. Push cover firmly against flange and turn it to the
right (clockwise) as far as it will go. Be sure retainers
are locked around flange.
Fig. 16
12. PAPER AIR CLEANER WITH INTAKE

FROM THE BLOWER HOUSING
Fig. 17
A. Cover
B. Screws
C. Optional Foam Pre-filter
D. Filter Element
E. Body
PAPER FILTER
Check filter every 10 hours or more frequently if used in
dry, dusty conditions.
Do not attempt to clean or oil filter.
FOAM PRE-FILTER (if any)

Do not attempt to oil filter.
Clean every three (3) months or every 25 operating hours.
Clean more often if used in extremely dusty conditions.
A. Wash in water and detergent solution.

B. Rinse thoroughly in clean water. Air dry. Fig. 17
TO REMOVE AND INSTALL FILTER

1. Remove cover from body by loosening cover screws.
(Do not remove screws from cover).
2. Remove paper filter and foam filter (if any) from the
cover.
3. Inspect filter for discolouration or dirt accumulation,
if either is present, replace filter.
4. Clean inside of body and cover thoroughly.
5. Install paper filter and foam filter (if any) in cover.
6. Install cover on body. Tighten cover screws securely.
39
G. CARBURETTORS A
1. GENERAL
Two basic types of carburettor are fitted to Tecumseh
engines built in Italy.
- Diaphragm carburettor
- Float carburettor
The operating and constructional differences of these

types of carburettor are as follows:
L P
DIAPHRAGM CARBURETTOR (Fig. 1)
B
A - Choke
B - Idle
C - Intermediate speed
D - Full load
Inlet of petrol to carburettor is controlled by needle P.

During operation of the engine, this needle is lifted by
diaphragm L, when the fuel drawn from the jet nozzles
cause a depression on the upper part of the diaphragm.
L P
L P
L P
Fig. 1
40
FLOAT TYPE CARBURETTOR (FIG. 2)
E - Choke
F - Idle
G - Intermediate speed
H - Full load
Inlet of petrol to the carburettor is controlled by needle P.

When the petrol level decreases, the float G falls and
consequently the needle allows petrol to flow in and restore
the level.
Fig. 2
41
2. DIAPHRAGM CARBURETTOR
There are 2 types of diaphragm carburettor :
- Standard carburettor
- Carburettor with primer
a) ADJUSTMENT OF DIAPHRAGM CARBURETTOR

For carburettors with variable main and idle jets, proceed
as follows (see Fig 3).
A. High speed adjusting screw (See E & Text)

B. Low speed adjusting screw
C. Idle speed regulating screw
D. Choke lever
E. Fixed main jet (high speed)
- Tighten the main adjustment needle A and idle adjustment

needle B. (Do not use force or the needle seats may
be damaged).
- Turn main adjustment needle A (hex head) 1.1/4 turns
anticlockwise. Turn idle adjustment needle B (knurled
head) 1 turn anticlockwise. Back off idle speed
regulating screw C so that it is out of contact with the
throttle stop lever (fully closed throttle), then screw in
one full turn to hold throttle slightly open.
- Move control lever to full choke, or actuate primer. Start
engine and allow to warm up. Make sure choke, when
provided, is fully open after warm up.
- Run engine at full operating speed and, by final careful Fig. 3
adjustment, set main adjustment needle A to position
that will give smoothest performance. Final adjustment
should range between one and one and a half turns
open.
- Run engine at idle speed and adjust idle screw B to
position that will give the smoothest idle operation.
- Adjust idle speed regulating screw C to give an idling
speed of 1.800 rpm. Use a tachometer to check speed.
Carburettors fitted with a fixed main jet E are now
standard, and the only adjustments possible are to the
idle jet and slow running screws.
NOTE - The final setting should give a slightly richer

mixture.
b) DIAPHRAGM CARBURETTOR WITH THE MAIN

JET INSIDE THE FUEL CHAMBER
From Fig 4 it can be observed that the main jet, instead
of being located in its normal position, i.e. at the side of
the idle jet, is fitted inside the fuel chamber. This is a
fixed main jet and thus does not require any adjustment.
In the case of engine running at a fixed speed (for example Fig. 4
Flymo) the jet will not have or require other parts. On the
contrary, for engines running with variable rpm, a nylon
ball valve will be located under the main jet.
42
c) SERVICING DIAPHRAGM CARBURETTOR
Standard diaphragm carburettor

To clean carburettor (Fig 5), proceed as follows:
- Remove main jet (nos. 14, 15, 16, 17) and idle jet (nos.
10, 11, 12, 13). Check these for serviceability, replace
worn or damaged jets. On current carburettors, a fixed
main jet is now fitted (8). This is fitted without seals etc,
whereas the idle jet is adjustable and consists of a needle
(10), spring (11), O-ring (12) and washer (13).
- Check that butterflys (3 and 9) and spindles (1 and 7)
operate freely. If any sticking occurs, clean, and if
necessary, replace defective parts.
- Replace the carburettor if the body is found damaged
or broken.
- Remove the 4 screws (26) of cover (25), remove the
gasket (23) and diaphragm (24). At this point, check
visually the gasket and diaphragm. The latter should be
in good condition and not cracked or hardened.
- Remove the valve assembly (18, 19, 20, 21) with a
hexagonal 5/32 spanner (or with a slotted head
screwdriver for valves of the old type), taking care to
extract washer, spring etc. (Fig 6).
Compressed air may now be blown through the valve seat

hole and through the two jet holes to remove any dirt or
blockage.
- Reassemble, referring to Fig 5, making sure that valve
(21) and needle (19) are not damaged or bent. The
needle (19) should protrude approximately level with
the carburettor face, (Fig 7). If needle is sunk, this
denotes that gasket (20) has not been fitted or that the Fig. 5
needle is worn. If needle projects, it is possible that two
washers have been fitted.
Reassemble, install and adjust carburettor.
Fig. 6
Fig. 7
43
d) DIAPHRAGM CARBURETTOR WITH PRIMER

The carburettor with primer is characterised by the
absence of a choke and by the presence of a special
rubber pump, connected to the carburettor base cover
by means of a rubber tube (Fig 8).
The cover has a small hole (Fig 8, item A) to allow return
movement of the diaphragm after the lifting action of the
primer. Fitted immediately behind the inlet elbow is a non-
return valve which prevents petrol from flowing back to
the tank when the primer is used, thus ensuring that all
the fuel is injected into the venturi.
NOTE - (1) The use of compressed air may damage

this valve.
(2) The inlet needle should be held off its seat Fig. 8
for this operation.
If the inlet elbow is obstructed and prevents the passage

of air, remove the elbow by pulling and twisting motion,
bearing in mind the initial position for reassembly. By
blowing the reverse way to the petrol flow, it is possible to
clean the fine filter located in the elbow.
Refit elbow. After tapping it in by about one third, use
some Loctite or other adhesive, to ensure a petrol tight fit
when the elbow is completely inserted. (Fig 9).
Non-return valve fails to operate (brass type pressed

in valve).
After removal of the elbow, remove valve for replacement.
For this operation proceed as follows: (Fig 10).
- Tap centre hole A of valve with a 5/32 tap.
- Remove tap and, with a 5/32 screw nut and washer
(Fig 10), extract the valve by tightening screw in tapped
hole, retain the screw with a screwdriver, turn the nut Fig. 9
with a spanner. The valve will then be withdrawn by the
screw.
- Refit the new valve, seating it with the aid of a punch
which taps the valve squarely onto its seat. At this point,
check operation of valve.
- Refit the needle valve seat (Fig 11). Supply petrol by
means of a plastic pipe and check that petrol does not
escape from the valve (A of Fig 11), but readily flows
past the valve when the inner disc is held off its seat.
Fig. 10
Fig. 11
44
e) BALL TYPE NON RETURN VALVE (FIG 12)
The brass valve, pressed into the carburettor body has been
discontinued. The current non return valve consists of a
steel ball which seats in a taper situated in the fuel inlet
elbow.
This valve is not inter-changeable with the earlier brass
type.
To change or clean the ball and seat, proceed as follows:
a. Remove the fuel inlet elbow (noting position of nozzle).
CAUTION : do not lose the steel ball.
b. Check and clean the seat within the elbow, strip and
inspect remainder of carburettor as normal.
c. Rebuild carburettor, reposition ball in inlet elbow and
push into carb body. When the elbow is inserted
approximately 2/3 distance, apply a Loctite or similar
adhesive to obtain a good seal, and press elbow fully
into place.
NOTE - Ensure elbow is positioned in the same manner

as originally set.
Fig 12, A - Steel ball, B - Inlet elbow
Fig. 12
3. FLOAT STYLE CARBURETTORS
These carburettors may be found in the following variants:
- Adjustable main jet
- Fixed jet choke start
- Fixed jet primer start
The carburettors may be found with fixed (Fig 13) or
adjustable (Fig 14) jet.
Fixed jets do not only differ by their size (.68 or .82 etc),
but also by the number of emulsion holes and by their
length. The correct jet depends on engine type, carburettor
and air cleaner type. Use your spare part catalogue to
identify the correct jet for a given engine type and air
cleaner execution, or consult the tables at the end of this
chapter.
a) ADJUSTMENT (ADJUSTABLE JET) (FIG 14)

- Tighten the main adjustment screw (e) and idle
adjustment screw (d) finger tight (adjustable jet type Fig. 13
only).
- Turn adjustment screw (e) 1.1/2 anticlockwise and idle
adjustment screw (d) one turn anticlockwise. Slacken
idle speed regulating screw (b) so that it is just out of
contact with the throttle lever (a) (throttle completely
closed) then screw in one turn to hold throttle slightly
open.
- Run engine at idle speed and adjust idle screw (d)
until smooth running is obtained.
- Adjust position of idle speed regulating screw (b) so
that engine idles to about 1,800 rpm. Use a tachometer
to check speed.
Fig. 14
45
b) OPERATIONS ON FLOAT CARBURETTORS

Removal and disassembly of the carburettor
- Remove air cleaner.
- Disconnect fuel pipe. Empty fuel bowl by means of the
push button (f - Fig 14).
- Remove cover or control panel to allow access to the
carburettor.
- Disconnect choke and throttle linkage.
- Remove carburettor from engine.
Checking carburettor parts.

After disassembly clean all metal parts of carburettor with
solvent. Dry thoroughly with clean compressed air. Then
check parts as follows:
- Check main and idle adjustment screws for wear. Should
the tapers show excessive wear, replace. Check that
gasket is free from defects - replace if any damage is
apparent. To remove and replace main jet use special
tool supplied by Tecumseh (Fig 15-A).
- Check that screwdriver cut in main nozzle (part B, Fig
15) is not damaged and that the main adjustment screw
seat is not deeply stepped or otherwise damaged. Check
that the fuel orifice in main jet (Fig 15, e) is not
obstructed or the hole distorted. Replace if damaged. Fig. 15
- Check the carburettor body for damage, obstructed
passages, or worn spindle bushes. Clean out obstructed
passages with clean compressed air. Replace body if OLD
damaged.
- Check that petrol has not entered the float through
damage caused by mishandling, dents etc, and that
the float shaft is not worn. Replace float if damaged
and shaft if worn.
- Check that petrol inlet needle works freely in its seat
and its tapered portion is not stepped due to excessive
wear. In case of any damage or wear, both on the needle
or its seat, replace both parts.
- Check throttle and choke spindles for wear or the
bearing surfaces for possible distortion or other
damage. Replace if necesssary. Fig. 16
Brass type float

- Check float level as follows:
Invert assembled float and carburettor body and check
clearance between body and float at portion of float
opposite hinge. Clearance should be 3/32 (2,5 mm +/
- 0,5) (Fig 16). If adjustment is necessary, remove the
float shaft and bend the tang (L) on float lever, raising
or lowering it until correct clearance with the float
mounted, is obtained.
46
Plastic (white) floats

If the carburettor is fitted with a white plastic float, the
distance L (Fig 16) is pre-set and non adjustable. If this
setting is not correct, or float is damaged, a new float
must be fitted.
c) PRIMER CARBURETTORS
In the pre-start position, fuel fills the prime well in the
bowl nut to the level maintained by the float. This will provide
the rich mixture required to start a cold engine. It takes
about 5 seconds for the prime well to refill after each
starting attempt or when engine is stopped.
Push Pre-starting Primer 2 or 3 times. Pause about 2
seconds between each push.
NOTE - In cold weather (10C or below), push Pre-

starting Primer 5 times. Do NOT use pre-starting Primer
to re-start a warm engine which has stopped for a short
period.
Fig. 17
If the engine is used in cool weather conditions, the primer
can be used to force fuel through the main nozzle to
provide a richer mixture.
When the engine starts and runs, the fuel level in the
bowl and prime well stabilizes and air from the air bleed
and fuel from the main jet are pulled up the main nozzle
for engine operation.
Index Fig. 17 - Before start
1. Felt seal
2. Internal vent
3. Air bleed
4. Prime charge
5. Fuel inlets
Index Fig. 18 - Prime

Fig. 18
1. Primer bulb
2. Main jet
3. Main nozzle
Index Fig. 19 - Run
1. Throttle shutter
2. Internal vent
3. Air bleed
4. Fuel inlet
5. Main nozzle
6. Main jet
7. Fuel inlets
Fig. 19
47
These carburettors are float feed non-adjustable. Adjusting

screws for final setting of rpm can be found on the control
plate, if fitted. Screw A for high speed, screw B for low
speed (Fig 21). Screw C on the governor lever is left
hand thread, if cross head screw is fitted. (Fig 22).
If engine is fixed speed there will be no control plate, but

a deformable tag will be attached to the inlet manifold
screw. This tag can be adjusted for final setting of high
speed only.
Clean, fresh fuel is vital to the operation of any engine. Fig. 20

The device that meters the fuel to the engine is the
carburettor. If the fuel is stale, sour or contains water,
that creates a metering problem for the carburettor.
Good valves are essential for dependable starting. Burned

valves, poor seats or improper valve stem clearance result
in poor starting which is then incorrectly diagnosed as a
carburettor problem.
The proper float height is very important to all Tecumseh

carburettors and must be set by using the Tecumseh float
setting tool part number 670253A. (Fig 23) - Brass floats
only.
Fig. 21
PRIMER BULBS (Figs 24 & 25)

These bulbs can be removed by grasping with pliers and
pulling and twisting out of the body. Remove the retainer
by prying and lifting out with a screwdriver.
Do not re-use old bulb or retainer. New primer bulb and

retainer come in a kit.
Insert new bulb in to primer well, fit new retainer over

bulb, press in with an appropriate sized socket.
Fig. 22
OLD
Fig. 23
Fig. 24 Fig. 25
48
d) ALTERNATIVE STYLE PRIMER START FLOAT

CARBURETTORS (Fig. 26)
With the advent of more stringent emission controls,
carburettor technology is continually improving. Be aware
that there are now many different types of Primer
Carburettors, which at first glance may seem similar.
Always refer to the master spare parts listing, using the

correct engine model, spec and serial number when
ordering spare parts.
PRIMER BULBS
There are different types of primer bulb fitted to float style,
primer start carburettors.
Stepped bulb with vent

Stepped bulb without vent Fig. 26
Smooth bulb with vent
Smooth bulb without vent, etc.
Using the wrong primer bulb during repair will cause poor
engine running and bad starting.
MAIN JET / BOWL NUT

Due to the different styles of primer carburettor, there
are different types of Bowl Nut / Main Jet used. These jet
types are not interchangeable.
NOTE - Always refer to the master spare parts list,

using the correct engine model and specification
numbers when ordering spare parts.
19
e) NEW FLOAT (Height Adjustment)
The float height adjustment dimension indicated in Fig.
16 and in Fig. 23 was used on earlier carburettor models.
Float height adjustment for new carburettor models Fig. 27
requires use of a 11/16 (4.5 mm) insert.
Proceed as follows: Invert the carburettor with the float
upwards. Position the insert on the carburettor body
parallel to the fastening plug.
Adjust float height by letting it rest against the insert and
bending the rear tab (See Fig. 27).
19
49
H. GOVERNORS
GENERAL
Engines currently fitted to lawnmowers, pumps etc, are
generally fitted with a speed governor which controls the
engine revolutions at a predetermined speed under
varying load conditions.
TWO STROKE ENGINES

Two stroke engines are usually fitted with pneumatic
governors.
FOUR STROKE ENGINES

Four stroke engines, horizontal and vertical crankshaft,
are fitted with mechanical governors. Fig. 1
NOTE - When engines are fitted with a remote control

lever, make sure that this allows the control to attain
the full movement Max - idle - Choke and Stop.
These positions marked on the handle of the machine
should correspond to the same positions on the governor
control. If full choke and full throttle are not attained,
starting difficulties will be experienced.
1. PNEUMATIC GOVERNOR FOR 2 STROKES

The above engines are fitted with a pneumatic governor
of the type shown in Fig 1. Air vane B attached to the
throttle spindle draws air from the flywheel V. This vane
so under the air pressure from the flywheel tends to close Fig. 2
the throttle until the spring M fastened between the
control lever L and the vane opposes this movement.
The balance between the two forces giving the desired
throttle opening.
a) Variable control type (Fig. 2)

The control lever L secured to the bracket (Fig 1) may
be moved between the choke position and the stop contact
position. Between the max position (lever against but not
operating the choke) and the min position (lever near but
not touching stop contact), the speed range is obtained.
To increase or decrease the max speed, the spring M
is moved to another hole in the lever L (Fig 2) by moving
the spring to a hole further away from throttle the speed
is increased and vice versa.
The maximum speed is checked with the lever in the
position at which it contacts the choke control. Fig. 3
NOTE - Always check that the lever will fully close the
choke.
b) FIXED SPEED EXECUTION

A fixed speed type is available (Fig 3). This being fitted
with a fixed bracket S on which is mounted the governor
spring M.
The speed adjustment is carried out loosening clamp
screw P and moving the lever to increase or decrease
the spring tension according to the speed desired.
On this type of governor the choke lever C may be a
separate control and there may be a separate stop switch.
Otherwise the lever L only operates the choke and the
stop switch. (Fig 4). Fig. 4
50
c) GOVERNORS FOR AV AND MV MODELS

AV and MV engines are fitted with a pneumatic governor
similar to the one already used on the previous TA and
VA engines.
For the speed control on the governor for AV and MV
engines, there is an adjusting screw for use on variable
speed engines.
To adjust the speed operate as follows:
- Turn the screw in a clockwise position to increase the
speed.
- Turn the screw in an anti-clockwise position to decrease
the speed. (Fig 5).
On AV and MV engines the governor spring must be fitted

(Fig 6) with the hooks inserted from the top.
The spring must be located in the second hole of the

carburettor throttle lever (Fig 7) to allow the opening of
the throttle in order to obtain maximum power. Fig. 5
MV engines with electronic ignition have only one hole in

the governor vane to connect the spring to.
Fig. 6
Fig. 7
51
2. MECHANICAL GOVERNORS FOR FOUR

STROKE ENGINES
a) GENERAL
All four stroke engines are fitted with centrifugal type
governor (Fig 8). This consists of a plastic gear A which
is caused to rotate by the camshaft gear.
b) STANDARD GOVERNOR (FIG 8)

The gear carries links B which open under the action
of a centrifugal force and move spool C away from the
gear. The crank of governor rod R is in contact with
the spool C.
The other end of the rod projects through the crankcase
and to this is connected a lever and spring which
automatically adjusts the engine speed.
Fig. 8
c) OLEOMATIC GOVERNOR FOR HORIZONTAL
ENGINES (FIG 9)
The governor spool (A - Fig. 9) is pushed by the centrifugal
masses (D) and slides along the spindle (B) which has
holes and allows oil to be drawn inside the spool. This
gives a low pressure oil dampening effect which eliminates
any slight governor fluctuation. This type of governor is
used mainly in generator applications.
Besided the system shown in fig. 9, there is a simpler
version with perforated spool.
Fig. 9
52
3. GOVERNOR LINKAGE HORIZONTAL

CRANKSHAFT ENGINES (HBL-BHK-BHT
& P VERSIONS)
a) DESCRIPTION AND ADJUSTMENT (Fig. 10)
The link (B) positively connects the lever (E) with the
governor lever (A). The link (C) connects the lever (E)
with the main throttle lever (D). With engine running,
governor rod (P) rotates CCW. The spring (L) is tensioned
according to the position of lever (G) thus controlling the
load applied to the throttle and the engine's speed. By
bringing lever (G) completely upwards, the max speed is
obtained.
Check for maximum speed in this position and adust the
speed with the screw (H. Major speed adjustments are
made by moving the hook of spring (L) to a different hole
in lever. Moving the spring upwards increases the speed
and vice versa.
Moving the lever (G) down obtains the idle speed. The
idle speed is adjustable with the idle speed screw located Fig. 10
on the carburettor in contact with the main throttle (D).
Moving the lever (G) down further obtains the earth contact
and the engine stop position.
b) ASSEMBLY
If a governor has been completely stripped proceed as
follows:
Fix the clamp (M) on rod (P) and the lever (A) on the
clamp (M) with the screw (V).
Mount the governor plate (S). Take care the link (B) is
mounted on the lever (E) at the second hole from the
internal side and the lever (V) at the first hole from the
external side.
Before mounting the carburettor insert the link (C) in the
first hole of lever (E) from the external side, and on the
first hole close to the throttle rod of the main throttle.
The governor spring (L) has to be mounted at the first
external hole on lever (F) of governor plate and on the
governor lever (A) at the hole selected in accordance
with the speed categories. (See engine specification).
c) SPEED ADJUSTMENT (Fig 10 & 11)

Ensure the spring (L) is mounted in the right hole on
Fig. 11
lever (A) for the required engine speed and lever (G) is
in "max" speed position.
Adjust the screw (H) on the governor plate (S) for fine
adjustment of the max speed.
For the idle speed (2000-2250 rpm) adjust the carburettor
idle screw.
d) APPLICATION VARIANTS
Two different controls are available: Remote control and
Manual control.
Remote control has governor plate (S) and a Bowden
cable is fixed by clamp. (Fig 10)
For Manual control there is additional lever (N) and link (Z)
which are mounted on governor plate (S). (Fig 11-1)
e) GOVERNOR ADJUSTMENT (Fig. 10)

Having screw (V) loose, move throttle control lever (G)
into max position. Turn lever (A) and clamp (M) clockwise
and tighten screw (V).
Fig. 11-1
53
4. GOVERNOR LINKAGE FOR HBP/G AND

BHG ENGINES
a) DESCRIPTION
On above engines the position of the carburettor is
different and therefore small changes on the governor
linkage are necessary.
BHG & HBP/G engines are mainly used on generators
and therefore usually run with fixed speed at 3.000 rpm.
Fig 12 shows external assembly.
b) ASSEMBLY AND ADJUSTMENT

The particular difference for removal or reassembly
between the standard governor linkage and the linkage
on HBP/G and BHG engines are the following:
- The governor arm A has three holes at the top. The

throttle control rod (T) being fitted to the lower of the
three. (Fig 12).
- There are nine alternative holes at the bottom of the
arm. The long control spring being fitted to the second Fig. 12
hole (3.000 rpm). The opposite end of the spring is
hooked to the third hole of the control lever in Fig 12.
The shortest spring for carburettor butterfly is hooked to
the (S) bracket as in Fig 13. The return spring differs
also from the normal spring on other horizontal shaft
engines. (Fig 14).
The generator engines have been fitted with plastic gears

with heavy mass governor weights
Fig. 13
Fig. 14
54
5. GOVERNOR LINKAGE FOR FOUR

STROKE ENGINES WITH VERTICAL
CRANKSHAFT
a) DESCRIPTION
Link (T) positively connects lever (A) with main throttle
lever (F). (Fig 15).
With the engine running the governor rod (R) rotates
clockwise, spring (W) which may be tensioned by various
amounts according to the position of lever (L) thus controls
the load applied to the throttle and so determines the engine
speed.
Having the hole (a) in lever (L) matched with the notch
(b) in the control plate (Fig 16) maximum speed position
is achieved and setting the lever (L) with the hole (a)
matched to the notch (O) in the control plate idle speed
position is achieved.
NOTE - TThe style of the carburettor control has

changed. (Fig 16). The new carburettor control plate is
completely inter-changeable. Should however the control
plate touch the carburettor linkages, fit two washers
under the fixing screws. (Fig 17).
b) ASSEMBLY AND PRIMARY ADJUSTMENT

To install this type of governor linkage (Fig 15) proceed
as follows:
- With the carburettor mounted on the manifold insert
link (T) in the respective holes connecting throttle to Fig. 15
arm (A).
- Fit rod and spring assy (W) onto the arm (A) and control
lever (L).
- Fit assembly plate with screws (G) and fit complete
assy to engine.
- Fit arm (A) to clamp (S) with screw (P) leave screw
slack and turn arm (A) anticlockwise and with throttle
(F) fully open tighten screw (P).
- Locate the plate leaving the securing screws slack.
- Align inner hole (A) of control lever (L) with respective
notch (B) on edge of plate. In this position choke control
lever should be in contact with throttle lever without
actually operating choke. In this position the three holes
(c-d-e) in the control panel, secondary choke lever and
throttle spindle should be aligned. The exact point can
be obtained by inserting a pin through the three holes
(Z). In this position lock plate with screw (G).
NOTE - On engines fitted with diaphragm carburettor

and primer, Automagic or Start-O-Matic carburettors the Fig. 16
controls were slightly different. It is recommended to
change carburettor and control plate when replacements
are required.
c) SPEED ADJUSTMENT (Fig. 15)

Hook spring (W) in the hole of lever (A) which
corresponds to the required high speed. Final adjustment
may then be made by screw (M). On the carburettor the
idle speed is 2000 rpm adjusted by screw (m).
Fig. 17
55
d) NEW GOVERNOR LEVER AND CLAMP WITH

PHILLIPS HEAD. LEFT HAND THREAD ON 4-
STROKE VERTICAL SHAFT ENGINES
Starting from serial No. 3-307 D a new clamp No.
27410096 and a new left hand thread screw No. 2919157
have been introduced.
The engines with left hand thread clamp and screw can
be easily recognised by Phillips cross head (Fig 19).
Old models have clamp and screw with straight cut head.
(Fig 18). Furthermore, new governor lever A has 6 holes
instead of 5 as in previous lever. (Fig 19).
Fig 18 - (early type)
A. Lever (5 holes) Fig. 18

B. Clamp
C. R-H thread with straight cut head
Fig 19 - (new type)
A. Lever (6 holes)
B. Clamp
C. L-H thread with Phillips head
e) GOVERNOR/PLATE FOR PRIMER CARBU-

RETTOR
Because of the different configuration on the primer
carburettor, the speed adjustments are made with the
screws on the governor plate. Both speeds (high speed
and idle speed) are under governor plate. (Fig 20).
The screw (A) is for high speed adjustment, the screw
(B) is for idle speed adjustment. Usually the engines are Fig. 19
set at 3000 rpm max speed, and idle at 2000.
NOTE - The screw (C) for the governor lever is a left

hand thread screw. (Fig 21).
Fig. 20
Fig. 21
56
f) HIGH SPEED CATEGORIES

Figs 22 and 23 show the position of the governor spring
for different speeds.
The choke carburettor (Fig 22) is using the spring
27920010. For tiller version the spring is mounted on the
3rd hole. For lawnmower version the spring is mounted
on the 5th hole.
The primer carburettor is using the spring 27920123 or
27920161. (Fig 23) in the 2nd hole.
g) GOVERNOR LEVER MOUNTING SYSTEM

There are two different governor lever mounting systems,
type A and type B. (Fig 24).
In type A the linkage is longer, in type B the linkage
shorter, but both are interchangeable.
Fig. 22
h) GOVERNOR PLATE MOUNTING
For the governor plate mounting proceed as follows:
- Install the plate on the intake pipe.
- Insert the two fixing screws.
- Push the plate to the end of the slots towards the filter
side.
- Tighten the screws
NOTE - If it is not possible to obtain the correct high

speed setting using the adjustment screws, move the
governor plate towards the spark plug and readjust
screws to correct rpm settings.
i) FIXED SPEED CARBURETTORS. (Fig 24-1)

Adjustment of maximum rpm is achieved by moving tab
(A) using special tool part number 670326.
Moving the tab towards the spark plug increases the rpm, Fig. 23
the opposite decreases rpm.
There is no adjustment of low speed as the engine always
runs in high speed mode.
Fig. 24
Fig. 24-1
57
I. TWO-STROKE MECHANICAL EN-

GINE PARTS
1. UNIBLOCK ENGINES
(AV520-600-750-125)
a) INTRODUCTION
Fig. 1 shows the short block.
Fig. 2 shows an exploded view of the engine.
As may be seen the momoblock is compact (combined
crankcase and cylinder) and it is sealed in the upper part
by the shroud mounting base.
b) EXTERNAL INSPECTION REED PLATE Fig. 1

Fig 3 shows the reed plate. In case of a broken or damaged
reed it is necessary to change the two reeds (A) by
removing the two screws (B).
NOTE - Use Loctite or similar for sealing when fitting

the two screws (B).
Fig. 2
Fig. 3
58
Inspection of seals
Fig 4 shows the points to which are fitted the gaskets and
oil seals that must always be checked to ensure good
running of the engine. On a 2 stroke engine all the seals
are very important for correct operation.
NOTE - On the short block it is important to ensure that

the 4 transfer port plugs are perfectly sealed (Fig 4 A).
When replacing the plugs, seal with Loctite or similar.
Gaskets
Gaskets fitted to points B - C - D (Fig 4) must be fitted
without the aid of any adhesive.
Grease may be used every time the engine is stripped.
Replace the above gaskets when servicing.
Crankshaft seals
Visually check both crankshaft seals (Fig 4 E and F) and
replace if oil is apparent on the outside of the seal.
The crankshaft seals may be removed with the crankshaft
in position with the aid of special tool Part No. 670286.
c) INTERNAL INSPECTION
If compression loss occurs after inspection of the seals Fig. 4
and gaskets, dismantle the short block as follows:
- Remove cylinder head
- With the cylinder head removed a first visual check on
the cylinder condition can be made by turning piston to
BDC.
- Remove shroud base (Fig 5)
NOTE - During disassembling take care the 27

needles of the top main bearing do not get lost as
they are not caged.
- Remove the reed plate assy
At this point the conrod may be removed as follows:

- Turn the piston to BDC
- Remove the two conrod screws with a 3-16 hexagonal Fig. 5
head key
- Remove big end cap taking care not to lose the 37
needles
- After having removed the big end cap rotate the
crankshaft until the piston is turned to TDC.
NOTE - Before carrying out this operation clean

carbon from the upper part of the cylinder. Then
remove the piston and the conrod.
Fig. 6
59
- Remove the crankshaft taking care not to lose the 29

needles of the bottom main bearing.
The engine is now completely disassembled. Check bore

for cylinder wear and ovality. This should not exceed 0.10
mm or 0.0039" over the size given in table. Cylinders with
wear outside these limits should be replaced. Measure
piston for wear or ovality. This should not exceed 0.05
mm or 0.0020" over the size given in table.
Check the piston ring groove clearance does not exceed

0.12 mm or 0.0047" (Fig 6).
Renew the piston if the wear is outside these limits.
Insert rings into bore about 15 mm from the top and check
ring gap (Fig 7)
See table for wear limits. Replace ring if the distance

exceeds the table limits. Fig. 7
To replace the piston take off the two retaining rings

(Fig 8).
NOTE - The piston has a hole on the piston pin boss

(Fig 9).
Ensure that this hole is fitted to flywheel side (opposite to

the exhaust).
With the use of a micrometer, check also the different

diameters of the crank pin and of the main bearings for
wear or ovality.
This should not exceed 0.013 mm (0.0005") main bearing

journals and 0.025 mm (0.001") big end bearing journal. Fig. 8
Fig. 9
60
d) MAIN BEARING
The needle bearings can be replaced using Tecumseh
tools (Fig 10).
Use tool 88841026 for flywheel side and tool 88841027
for PTO side to remove bearings.
To refit bearings use tool 88841530 for flywheel side and
tool 88841529 for PTO side.
NOTE - To remove or refit bearings, heat cylinder or

shroud base.
Reassembly of engine
- After having assembled the piston on the conrod, ensure
that the steel bearing halves match and insert on the
conrod and cap, ensuring that the two bearing shells
are correctly located.
Ensure that the alignment marks on the conrod cap
and conrod are matched. (Fig 12). Fig. 10
- Fit the crankshaft protecting the oil seal
- Fit the piston conrod assembly ensuring that hole in the
piston pin boss is on the flywheel side (opposite to the
exhaust).
- Place the cylinder-piston-conrod-crankshaft block on
a flat surface (Fig 13) and turn piston to BDC.
- Fit the 37 needles around crank pin leaving some
tolerance between conrod and crankshaft.
- Fit the conrod cap ensuring that the needles are retained
in their correct position.
- Progressively tighten the screws turning a few times to
ensure that the needles are located in place.
- Tighten conrod according to torque limits.
- Fit the shroud base ensuring that the gasket is fitted
correctly.
Fig. 11
Fig. 12
Fig. 13
61
e) OVERSIZED PISTONS FOR 2 STROKE ENGINES

As in all engine production, Tecumseh occasionally pro-
duce cylinders bored above maximum allowable tolerance.
In this case .010 oversize pistons and rings will be fitted.
These components may be identified by the figure 1
stamped on both cylinder and piston. (Fig 14 shows
location of these marks.
2. MONO BLOCK ENGINES - MV100S

a) GENERAL
Fig. 14
The MV100S is fitted with a ball bearing on both top and
bottom main bearings (Fig 15, A) and retains the 37
needle bearings in the conrod as per earlier models.
The cylinder has two posts cast onto it, for mounting the
electronic ignition module. (Not shown)
Fig. 15
62
b) REMOVAL OF FLYWHEEL
The standard method of flywheel removal used on other
engines can damage the balls and bearing tracks
(Fig 16). In order to remove the flywheel in the correct
way, proceed as follows:
- Remove the other parts in the standard way (air shroud,
fixing bolt, screen).
- Place the tool 670306 as per Fig 17 locating the screw
'A' on to the crankshaft.
- Place the 3 self-threading screws of the tool in the 3
holes of the flywheel and tighten to at least 2 turns.
NOTE - The bolts should be placed in the correct way

and each tightened the same number of turns.
- The centre bolt (A) should not yet be tightened on the Fig. 16
crankshaft.
- By using the tool 670306 and an 11/16 wrench the
centre bolt can now be tightened (A). In this way the
flywheel can be removed (Fig 17).
- For reassembling the flywheel, proceed as usual.
NOTE - Subsequent removal is made easier as the

flywheel holes are already threaded. It is now necessary
to screw the self-threading screws up to at least one
thread more than those already tapped.
c) ENGINE BLOCK DISASSEMBLY

The engine block consists of 3 main groups of parts fitted
into the cylinder (Fig 18).
1 Reed valve/carburettor
2 Conrod/Piston
3 Crankshaft/Bearing/Shroud base Fig. 17
In order to disassemble these groups proceed as follows:
Shroud Base Disassembly

Remove external parts (air shroud, flywheel, ignition
system), then unscrew the 4 screws fixing the base
(Fig 19, A).
The air shroud base cannot be easily removed as it is
fixed by the ball bearing. For removal use the tool 88841044
with the relevant bolts (Fig 19, B)
NOTE - These are the same bolts used for fixing some
types of muffler to 4 stroke engines.
Screw fixing bolts 'B' in an equal number of turns

(Fig 19). With an 11/16 wrench tighten centre bolt and
pull off base.
Fig. 18
Fig. 19
63
d) REMOVAL AND REFITTING OF CONNECTING

ROD & PISTON ASSEMBLY
This procedure is the same as for earlier engines.
e) REMOVAL AND REFITTING OF CRANKSHAFT

(INCLUDING BALL BEARING)
- In order to remove or replace the bearing, the shroud
base must be pre-heated to 80/100 deg C. (Fig. 20)
- The shaft and bottom bearing may also be removed by
heating the cylinder as above.
- The bottom bearing may be removed from the shaft
with the aid of a standard puller.
NOTE - This operation renders the ball race unserviceable

and a new bearing should always be fitted. hen fitting a
new bearing ensure that both shaft and bearing faces are
clean.
NOTE - Support the crankshaft webbs when driving on

new PTO bearing (FIG 21, A) Fig. 20
- Heat block as per above and refit the crankshaft
f) SHROUD BASE REASSEMBLY

Assembly should be made only after expanding the base.
- Place the gasket on the cylinder.
- Heat the shroud base by immersing in oil or water at a
temperature of about 80/100 deg C (Fig 20).
- Support the base and press in new bearing.
- Press bearing and base assy on to crank (Fig 22)
- Replace the 4 screws
- If the crankshaft does not turn easily, strike p.t.o. end
with a copper hammer in order to fully seat bearing.
- Assemble the oil seal as per instructions for earlier
engines.
NOTE - Should the base be heated in water, after

assembly start the engine and let it run for a few minutes
in order to dry and so avoid internal oxidation.
Fig. 21
64
3. ALTERNATIVE VERSIONS (AV85S,

EARLIER MV100S).
For a short period, alternative versions to the two
previously mentioned were built. Some versions had a
top main ball bearing, bottom bush bearing and bushed
connecting rod bearing. Other versions had ball bearings
for top and bottom main, and a bushed bearing on the
conrod. Refer to previous instructions for disassembly
and reassembly except the bushed conrod big end cap
is fitted with two retaining screws and one piece lock tab.
On assy ensure that lock tabs are securely located on
screw heads.
Ensure that screws are torqued to correct specification
as follows:
- Torque setting Big end screws (bushed bearing)
Nm 6,8 - 7,4 (60 - 67 inch/lbs) Fig. 22
65
2 - STROKE ENGINE - SPECIFICATIONS
AV 125 MV 100 S MV 100 SB

HIGH RPM
DESCRIPTION
mm Inch mm Inch mm Inch
Engine displacement cm3 123.19 cu.Inch 7.5 cm3 98.49 cu.Inch 6.01 cm3 98.49 cu.Inch 6.01
Stroke 50.15 1.974 44.5 1.752 44.5 1.752
sel. 56.000 2.2047

A 56.012 2.2052 53.061 2.089 53.061 2.089
Boring
sel. 56.012 2.2052 53.086 2.090 53.086 2.090
B 56.024 2.2056
sel. 55.91 2.2011

A 55.92 2.2015
Profiled piston skirt diam.
sel. 55.92 2.2015
B 55.93 2.2019
53.070 2.0893 53.070 2.0893

Piston skirt diam.
53.079 2.0897 53.079 2.0897
2.09 .0822
2.11 .0830 1.638 .0644 1.638 .0644
Width of snap ring groove
1.664 .0656 1.664 .0656
0.100 .00394
Axial clearance of snap ring 0.132 .00520 0.051 .00201 0.051 .00201
in groove
0.082 .00323
0.20 .0078 0.152 .0059 0.152 .0059

Distance between ring points
0.35 .0137 0.279 .0109 0.279 .0109
12.698 .499 12.698 .499 12.698 .499

Diam. of piston pin seats on piston
12.703 .500 12.703 .500 12.703 .500
12.697 .4998 12.697 .4998 12.697 .4998

Piston pin diam.
12.692 .4996 12.692 .4996 12.692 .4996
24.097 .9480 21.457 .8447 21.457 .8447

Diam. of conrod at end
of engine shaft 24.114 .9493 21.464 .8450 21.464 .8450
Diam. of conrod roller track 25.387 .986 25.385 .9994

on engine shaft side 25.400 1.000 25.406 1.0002
66
2-STROKE ENGINE -SPECIFICATIONS
AV 125 MV 100 S MV 100 SB

High RPM
DESCRIPTION
mm Inch mm Inch mm Inch
Conrod bearing diam. - 17.450 .6870

piston pin side 17.475 .6879
Internal diam. of conrod 12.712 .500

roller bearing - piston pin side 12.746 .501
12.720 .5007 12.720 .5007

Conrod bearing diam. piston pin side 12.711 .5004 12.711 .5004
19.269 .7580 21.400 .842 21.400 .8425

Crankshaft journal diam.
19.277 .7589 21.408 .842 21.408 .8428
Conrod roller diam. - 2.400 .0945

engine shaft side 2.395 .0943
No. of rollers 28 37
Crankshaft bearing seat diam. - 25.387 .999 25.385 .9994 25.008 .9845
power intake side 25.400 1.000 25.395 .9998 25.017 .9849
Crankshaft bearing seat diam. - 17.009 .6694 17.009 .6694 17.009 .6694
flywheel side 17.001 .6693 17.001 .6693 17.001 .6693
Ball Ball Ball

bearings bearings bearings
Bearing seat diam. - flywheel side
39.955 1.5730 39.955 1.5730 39.955 1.5730
39.971 1.5736 39.971 1.5736 39.971 1.5736
Ball
bearings
Bearing seat diam. - power
intake side 33.299 1.3109 46.951 1.8484
33.317 1.3116 46.935 1.8478
Internal bearing diam. - 25.000 .9842

power intake side 25.4 1.000 24.990 .9838
No. of rollers 29
Diam. of bearing installed on 25.456 1.0022

cylinder - power intake side 25.466 1.0025
Shaft-engine threading - 7/16 - 20 7/16 - 20 7/16 - 20

flywheel side UNF - 2A UNF - 2A UNF - 2A
67
2-STROKE ENGINES PRODUCED FROM 1985/86 TO PRESENT
2-STROKE ENGINE SPECIFICATIONS
mm Inch
DESCRIPTION
MV 100 MV 100
MV 100-S MV 100.S
53.061 2.089
Boring
53.086 2.090
Stroke 44.5 1.752
Engine displacement cm3 cu. inch.

98.49 6.01
Air gap between N/1
elect. ignition coil 3000/3150 0.20 0.30 .008 .012
and flywheel 3350/3650/3850 0.30 0.40 .012 .016
Spark advance Electronic Electronic
0.55 .022
Distance between spark plug
electrodes 0.60 .024
0.20 .008
Distance between ring points
0.35 .014
52.781 2.078
Piston skirt diam.
52.857 2.081
1.638 .0644
Width of snap ring groove
1.664 .0655
1.562 .0614
Width of snap rings
1.587 .0624
12.692 .4996
Piston pin diam.
12.697 .4998
21.399 .8424
Crank journal diam.
21.412 .8429
68
2-STROKE ENGINES PRODUCED FROM 1985/86 TO PRESENT
mm Inch
DESCRIPTION
MV 100 MV 100
MV 100-S MV 100.S
Crankshaft bearing seat diam. - 25.400 1.0000

power intake side 25.387 .9994
Crankshaft bearing seat diam. - 17.009 .6692

flywheel side 16.989 .6688
Crankshaft bearing - Ball Ball

flywheel side bearings bearings
Cuscinetto di banco Ball Ball

lato presa di potenza bearings bearings
Piston pin diam. No No
12.692 .4996
Engine-shaft axial clearance
12.697 .4998
Roller Roller
Conrod bearing - piston side
bearings bearings
Conrod bearing - Roller Roller

shaft engine side bearings bearings
No. of rollers 37 37
Shaft engine threading - 7/16-20 7/16-20

flywheel side UNF UNF
2.A 2.A
69
2-STROKE ENGINE CLOSING TORQUE SPECIFICATIONS
AV-MV TYPE
ENGINES
DESCRIPTION
SCREW Nxm kgm Inch x Lbs 520 600 750
SIZES 85S 100S 125
Cylinder head screw 1/4-20 x 18 10.1 - 11.28 1.029 - 1.15 90 - 100 X X X
Conrod screw 10-24 x 19.05 6.77 - 7.41 0.69 - 0.75 60 - 67 X X
Conrod screw 10-32 x 15.87 9.61 - 10.69 0.98 - 1.09 85 - 95 X
Reed plate screws 1/4-28 x 22.2 7.36 - 8.4 0.75 - 0.86 65 - 75 X X X
Carburettor fastening bolts 1/4-28 7.36 - 8.4 0.75 - 0.86 65 - 75 X X X
Conveyor/cylinder
1/4-20 x 16 14.7 - 18 1.5 - 1.84 130 - 160 X X X
base fastening screws
Conveyor/cylinder fastening screws 1/4-20 x 12.7 9.02 - 10.1 0.92 - 1.03 80 - 90 X X X
Filter container fastening screws 10-32 x 18 3.33 - 4.51 0.34 - 0.46 30 - 40 X X X
Filter container fastening screws 10-32 x 11.1 3.33 - 4.51 0.34 - 0.46 30 - 40 X X X
Side starter rope guide

8-32 x 9 1.67 - 2.26 0.17 - 0.23 15 - 20 X X
fastening screws
Reed plate to cylinder

10-24 x 15 6.18 - 6.77 0.63 - 0.69 55 - 60 X X X
fastening screws
Starter to conveyor
1/4-28 x 10 5.69 - 6.77 0.58 - 0.69 50 - 60 X X X
fastening screws
Side starter to cylinder

1/4-20 x 12.7 7.95 - 9.61 0.81 - 0.97 70 - 85 X X X
fastening screws
Earthing terminal fastening screw 8-32 x 12.7 1.67 - 2.84 0.17 - 0.29 15 - 25 X X X
Spark plug M14 20.30 - 33.94 2.07 - 3.46 180 - 300 X X X
Flywheel fastening screw 7/16-20 45.22 - 51.99 4.61 - 5.30 400 - 460 X X X
Cylinder stator fastening screws 1/4-20 x 16 8.44 - 10.1 0.86 - 1.02 75 - 90 X X X
2-liter tank fastening screws 1/4-20 x 22 2.85 - 3.92 0.29 - 0.4 25 - 35 X X X
Remote-control fastening screws 10-32 x 9 2.26 - 3.33 0.23 - 0.34 20 - 30 X X X
Cylinder silencer fastening screws 1/4-20 x 60 4.51 - 5.69 0.46 - 0.58 40 - 50 X X X
Ring silencer 5/16-18 x 48 11.87 - 13.73 1.21 - 1.4 105 - 120 X X X
70
L. MECHANICAL PARTS OF 4 STROKE

ENGINES
1. GENERAL
The engine block/assemblies supplied for the vertical shaft
and horizontal shaft engines are similar in construction
(apart from mounting differences). The disassembly and
inspection of these is therefore almost the same. (Fig 1).
2. COMPRESSION CHECK
Check compression by hand or with a compression
gauge, for compression details see table. If compression
is weak, check:
- spark plug threads
- cylinder head gasket for leaks
- valve seat condition
- cylinder, piston and rings
NOTE - If engine is fitted with compression release, it Fig.1

is necessary to remove the cylinder head and check
components visually.
HEAD AND GASKET

If leaking occurs at cylinder head, remove and check for
distortion or damage to sparking plug threads, if necessary
replace the head using a new gasket.
NOTE - With the SIC compression tester checking can

be done without disassembling the cylinder head.
3. VALVES
After removal of the head visually check the valves and
seats. If removal is necessary remove breather assembly
and parts with special tool 88841012 (Fig 2) lift valve
spring. The securing cap may then be removed, the same
procedure applies to both valves. Withdraw the valves
and remove all carbon deposits from the seats and
cylinder. The valves may now be lapped in.
In case of badly burned or pitted seats it will be necessary Fig. 2
to re-cut the seats to an angle of 45 degrees using special
tool 26990002 and 26990001 (Fig 3).
Fig. 3
71
If seats are beyond repair, it is necessary to change the

complete cylinder as the seats are not replaceable.
Check the valve seats for pitting etc, the valves are marked
E (exhaust) and I (inlet). If the valve guides are worn,
valves with oversize stems are available and the guides
should be reamed out to take these. Grind in the valve
using tool no. 88841015 (Fig 4).
Check that the valve head is within dimensions shown in

Fig 5.
Thickness A should not be less than 0,8 mm.
Valve seat should not exceed 1-2 mm (0.039-0.078) in

depth. Fig. 4
Check that the valve springs are not cracked or broken

and that free, length is not less than 24 mm (15/16).
Replace springs if necessary.
Remove all traces of grinding paste and refit valves in

their correct position, refit springs and securing caps
(Fig 6).
Check the tappet clearance and set to 0,10-0,20 mm

(.006-.009). The clearance is obtained by carefully
grinding the stem to shorten valve length.
Fig. 5
When checking the valve clearance on engines fitted with
compression release, care must be taken to ensure that
the reading is taken with the camshaft at the point where
the cam is not in contact with the tappet (i.e. TDC
compression stroke).
Check valve sealing by holding block in position (Fig 7)

and filling the ports with petrol and checking the valve
seats for leaks.
Fig. 6
Fig. 7
72
NOTE - Early type valves were secured by a pin fitted

through a hole in the valve stem and secured by the
spring cap. This type can be removed by lifting the spring
and removing the pin with a pair of long nosed pliers
(Fig 8).
4. DISASSEMBLING CYLINDER, PISTON

AND RINGS
For removal and checking of piston and rings, drain oil
from crankcase by removing plugs H for horizontal shaft
engine and plug V for vertical shaft (Fig 9).
At this point check crankshaft for main bearing wear and,

according to engine type, proceed as follows:
a) ENGINES LAV-BV-HS BVS VANTAGE PRISMA

SYNERGY SPECTRA, FUTURA Fig. 8
Remove key from crankshaft (PTO end) and in order to
prevent damage to bearing surface during removal,
thoroughly clean shaft end and remove crankcase cover.
Oil seal damage may be prevented by the use of special
tool 670261 (Fig 10-a).
Fig. 9
Fig. 10
73
b) ENGINES HTB-HCB-HSB-HBP-BH WITH BALL

BEARING ON PTO
These engines are fitted with a ball race at the PTO end
of the crankshaft and removal is as follows:
Remove crankshaft key and any dirt or rust present on

the shaft.
On early engines remove oil seal (Fig 11) and with thin
nose pliers, remove bearing circlip.
BH engines - the side plate can be removed complete

with bearing and seal.
Fig. 11
All types - remove crankcase cover bolts and withdraw
cover.
With PTO end uppermost remove gasket, dowel pins, and

oil pump (vertical shaft engines), camshaft and tappets,
(mark tappets for refitting in same position).
Remove big end nuts, big end cap and dipper (H engines),
remove carbon deposits from cylinder bore and withdraw
piston and conrod.
Remove crankshaft, clean all components and check for

wear or damage. (Fig 12 &13).
Fig. 12
Fig. 13
74
5. INTERNAL INSPECTION
a) CYLINDER
Check with suitable instruments the wear on the following:
Cylinder bore (Fig 14-A)

(Fig 14). This should not exceed 0,15 mm (.006). Ovality
should also not exceed 0,15 mm (.006). (See table for
piston sizes).
Flywheel side bearing (Fig 14-B)

Check oil feed holes for obstruction, max diameter of
bearing should not exceed size given in table.
Camshaft bearings (Fig 14-C)

Check oil feed holes (vertical shaft engines) and check
that bearing conform to sizes given in table.
b) CRANKCASE COVER
Check the side cover or base plate for damage or
distortion.
PTO side bearing (Fig 15) Fig. 14

On engines with ball bearing check the condition of the
ball race.
On other engines check the bearing diameter for wear
according to dimensions given in table.
c) CRANKSHAFT
Check crankshaft for size as in Fig 16.
Check main bearings for wear against dimensions given
in table, max should not exceed:
- Flywheel side ................................ 0,02 mm (0.0008)
- PTO side ....................................... 0,03 mm (0.0012)
- big end .......................................... 0,02 mm (0.0008)
Fig. 15
Fig. 16
75
d) CONNECTING RODS (Fig. 17)

Different types of conrods are fitted to the different
engines. Some characteristics are common.
All conrods have match marks which must always be
assembled together and when fitted onto the engine the
marks must face outwards (towards the PTO).
Fig. 17
A. Vertical shaft conrod

B. Horizontal shaft conrod
X. Match marks
a. Oil passage
C. Oil dipper
D. Nuts
Conrods for engines with horizontal crankshaft have an

oil dipper (C) and a lubricating hole (a).
Con Rod caps may be retained by one of the following
methods: Fig. 17
- Lock Nut - (D-Fig 17)

- Bolt and Lock Tab - (Fig 18)
- Locking Bolt - (Fig 19)
Always renew lock nuts, lock tabs and locking bolts when
removed. It is not recommended to re-use them.
- Lock tabs should be bent up securely around the bolt

heads.
- If con-rod bearing surfaces are worn or scored, the Fig. 18
complete con-rod must be replaced. Undersize bearings
are not availble.
Fig. 19
Fig. 20
76
e) PISTON RINGS AND PIN

Remove rings from piston and clean all carbon from ring
grooves with the aid of a piece of old piston ring (Fig 21).
Check piston for damage. Piston wear and ovality should

not exceed 0,15 mm (.006). Refer to table for dimensions.
With a feeler gauge, measure ring clearance in groove

(Fig 22). This should not exceed 0,15 mm (.006).
Insert rings into cylinder bore pushing down about

25 mm or 1 with the piston top. Measure ring gap, replace
rings if gap exceeds 0,5 mm (0.02) (Fig 23).
Fig. 21
Fig. 22
Fig. 23
77
Piston assembly (Figs 24 & 25)

For reassembly purposes there is a match mark on the
piston pin boss (A). Depending on the engine type pistons
may have an off-set piston pin. This must be fitted towards
the magneto side.
Piston pin
Remove retaining rings (Fig 26) and withdraw pin from
piston (Fig 27). Check for wear or damage and replace if
necessary.
Fig. 24
Fig. 25
Fig. 26
Fig. 27
78
f) CAMSHAFT
Check gear and cams for damage or wear. Check that
shaft is not bent and that bearing dimensions conform to
sizes given in table. On vertical shaft engines check that
oil passages are clear, replace shaft if necessary.
Check dimension of cams (see tables).
Compression release
In order to assist in easy starting the 4-stroke engines
may be fitted with a compression release, the function of
which is to hold a valve off its seat at cranking speed thus
lowering the compression ratio.
Mechanical compression release

The mechanical compression release is activated by a
pin working through the crankshaft directly on the tappet
(Fig 28).
When the engine reaches running speed, a centrifugal Fig. 28
weight on the camshaft withdraws the pin thus allowing
the valve to seat fully.
NOTE - Mechanical compression release usually

operates on the inlet valve.
Fig. 28 - Compression release assy
a. pin
b. rocker arm
c. centrifugal weight
d. return spring
Alternatively, the centrifugal weight has a ramp on it which lifts

the valve at cranking speed. This ramp retracts at normal running
speed. (Fig 28-1). Fig. 28-1
Lobe - cam (Fig 29)

Tecumseh has a compression release system called Lobe
- Cam which is not centrifugally operated as previously.
The drawing illustrates the reshaped cam lobe which
actuates the exhaust valve. It is important that the clearance
of this valve is set at 0,10-0,20 mm (.006-.010).
NOTE - Check valve clearance with piston at TDC

compression stroke.
Ramp type compression release (Fig 29-1)

Some engines now use a ramp type compression release
system on the inlet valve.
Fig 29-1 Illustrates the new lobe profile
Fig. 29
Decompressing on the inlet valve prevents unwanted
emissions being expelled from the engine.
NOTE - Do not interchange Mechanical, Lobe or Ramp

style camshafts, or poor starting and erratic engine
running may occur.
Fig. 29-1
79
g) LUBRICATION
On vertical shaft engines, lubrication is provided by a
positive displacement type pump (Fig 30) which forces
oil to the top main bearing via a drilling in the camshaft
and a gallery in the crankcase (Fig 31).
The horizontal shaft engine is lubricated by means of a

dipper (Fig 32) secured to the conrod by the big end
Fig. 30
bolts. After removal check the dipper for cracks or
distortion; replace if necessary.
h) MECHANICAL GOVERNOR
Standard Governor (Fig 33)

The mechanical speed governor is situated inside the
crankcase and consists of three parts:
1 - Governor gear
2 - Flyweights
3 - Spool
a. - shaft
b. - retaining rings
The unit is mounted on shaft (a) and is secured by two

rings (b). Remove spool and check both parts for wear
or damage Replace if necessary.
Some later governors use a barb on shaft (a) to retain

the spool (3). Removal is by gripping the spool firmly in a Fig. 31
vice, and pulling the spool over the barb.
To remove the governor gears (1), shaft (a) must be

removed from the flange. Grip shaft (a) in a vice and
strike the flange gently with a soft mallet.
The original spool should not be re-used if removed.
Fig. 32
Fig. 33
80
Oleomatic Governor (Fig. 34)

A plastic sleeve (A) is actuated by two centrifugal weights
(D), the plastic sleeve moving along the centre spindle;
the spindle (B) being drilled through the centre to allow
oil to be drawn in under the head of the sleeve.
This gives a low pressure oil damping effect which
eliminates any slight governor fluctuation.
i) CRANK CASE BREATHER

All four stroke engines are fitted with a crankcase breather,
the body of which contains a small celeron valve
(Fig 35).
Two body types are made, identified by the position of
the oil drain hole :
Fig 35
A. Vertical type
B. Horizontal type
Fig. 34
Check that valve moves freely and that seat is not
damaged.
On earlier types the valve was of a metal spring type (Fig

36); this spring should be very resilient and sticking should
not occur.
Some vertical crankshaft engines were also fitted with a

filter between the breather cover and body (Fig 37).
Fig. 35
Fig. 36
Fig. 37
81
Check the filter and replace if necessary. The valve

breathes into a rubber pipe (Fig 38). This may be open
to atmosphere (open type), or may be connected to the
carburettor intake (closed type) (Fig 39).
k) TOP MOUNTED BREATHER
Fig. 40
1. Element
2. Baffle
3. Oil return
4. Pressure out Fig. 38
5. Check valve
6. Tube
A 4-cycle engine must be equipped with a crankcase

breather in order to maintain a partial vacuum in the
crankcase to prevent oil from being forced out of the
engine oil seals, past the piston rings or any gasket area.
This type breather is mounted to the top rear of the

cylinder block. The check valve allows excess pressure
to be vented through the element and out the tube.
Condensed oil vapour returns to the crankcase by means
of the oil return holes. Some engines have the breather
tubes connected to the air cleaner assembly.
The filter element can be cleaned using cleaning solvent. Fig. 39

When reinstalling the check valve, apply oil to aid
assembly.
NOTE - The check valve may expand if exposed to

solvents for a period of time. This swelling will prevent
correct operation of the breather.
NOTE - The breather body may be retained by two

screws, or may be a press fit into the crankcase. These
two types are not interchangeable.
l) OIL SEAL REPLACEMENT (Fig 41)

If oil leakage is apparent it is possible to change the oil
seal with the crankshaft in position by the use of special Fig. 40
tools for the flywheel side and for the PTO side, 670292
and 670272.
Always fit new seals.
Fig. 41
82
6. REASSEMBLY
a) GENERAL
Reassembly should be carried out in the following order.
After thoroughly cleaning all parts, position crankcase on
bench (Fig 42). If replacement of flywheel side oil seal is
necessary refit at this point.
b) CYLINDER
Cylinder with aluminium bearings (HTB, HSB and all
vertical crankshaft engines)
Lubricate flywheel side bearing and install crankshaft with
big end journal towards cylinder bore.
Cylinder with needle bearings (HBL 20-30-35-40) Fig. 42

Replacement of bearing. The needle bearing can be
removed with the aid of special tool 88841026 (Fig 43)
and a replacement bearing fitted using tools 88841531-
670272 (Fig 44).
Lubricate flywheel side bearing and install crankshaft with

big end journal towards cylinder bore.
the crankshaft runs in a needle bearing (flywheel side)

and ball bearing (PTO side). The flywheel side crankshaft
main bearing journal is hardened for use with needle
bearings. It is therefore essential that the correct
crankshaft is ordered and not confused with HTB or HSB.
Cylinder with ball bearing (BH)

Heat cylinder to 80-100 degrees C and drive out bearing.
Bearing has a locating clip around the outer race, and
must be driven into the crankcase. Use reverse procedu-
re for replacement.
The bearing in the cylinder cover does not have the locating Fig. 43
clip, but sits against a register in the cover. Heat the cover
to 80-100 degrees C and drive bearing out of cover from
the outside inwards.
Use reverse procedure for replacement.
Always refer to parts lists for correct identification.
Fig. 44
83
c) OVERSIZED PISTONS FOR 4-STROKE ENGINES

As in all engine production Tecumseh occasionally pro-
duce cylinders bored above maximum allowable tolerance.
In this case .010 oversize piston and rings will be fitted.
These components may be identified by the figure 1
stamped on both cylinder and piston. The drawing shows
location of these marks on 4-stroke engine components.
(Fig 45).
d) PISTON AND RINGS

Piston rings must be fitted with tapers upwards (on
compression rings) and expander under the scraper rings
(Fig 46).
On some engines (LAV 172, HBP 40, BHG) the second

compression ring is of L configuration and is fitted as per Fig. 45
Fig 47.
On some types a spring is mounted under the oil scraper

ring (HBP 40) in this case the third groove is deeper than
normal (Fig 48).
NOTE - Always select parts according to correct parts

list.
Fig. 46
Fig. 47
Fig. 48
84
e) PISTON AND CONNECTING ROD (FIG 49)

Fit conrod to piston by first fitting one retainer ring,
lubricate conrod and secure with piston pin (Fig 51). Fit
second retaining ring, if rings have been renewed rub
cylinder wall with fine emery to remove glaze and assist
the bedding of the rings.
Some pistons have match marks (A, Fig 50) and must be
fitted so that match marks are toward magneto side (LAV
172, HBP 40).
Insert piston from top of bore with conrod match marks to
open side of crankcase.
The piston match mark will then appear on the opposite
side to those on the conrod (Fig 50-B).
Insert piston into bore from top, lubricate and enter rings
with the aid of a ring compressor tool, push home until
big end seats on crankshaft journal, lubricate well and fit
big end cap (and dipper on horizontal shaft engines). Fig. 49
The cap and rod are marked for correct assembly.
(A - Fig 52). These must be matched correctly.
For correct assembly, operate as follows:
- Locate conrod on crankshaft journal
- Align match marks and fit cap
- Fit lock tab and insert screws
- Hand tighten the two screws
- Screws should then be tightened by means of torque
wrench to figures in table following the sequence shown
on Fig 53.
- Secure screws with lock tab already fitted (Fig 54).
Fig. 50
Fig. 51
Fig. 52
85
f) CAMSHAFT - OIL PUMP - COVER

Position valve lifters in the correct order and fit camshaft
with timing marks aligned as in Fig 55.
Check governor shaft and replace if worn or bent.
Install governor gear assembly.
Refit dowel pins in crankcase and fit a new gasket.
On engines with aluminium bearings

Place crankcase cover on crankshaft, position oil pump
plunger in line with slot (vertical shaft engines) and push
cover home, turning crankshaft to mesh governor gear,
tighten securing bolts in sequence to torque figures in
table. Fig. 53
On engines with ball bearings

Fit crankcase cover on crankshaft, turning crankshaft to
mesh governor gear.
Push fully home and fit bolts in sequence (Fig 56), tighten
to torque figures shown in table. On horizontal shaft
engines fit snap ring to crankshaft and refit oil seal with
special tool 88841533.
On BH models there is no circlip Fig. 54

To eliminate crankshaft end float a compressible washer
is used on the magneto journal and of the crankshaft.
This washer must be fitted prior to inserting the crankshaft
into the magneto end bearing when assembling the engine.
Fig. 55
Fig. 56
86
g) MOUNTING FLANGE FOR ENGINES WITH

LATERAL PTO
Reduction shaft service

A retaining ring secures the 8,5 : 1 PTO shaft. The
sequence of the washers is the most important factor to
consider for reassembly.
Insert PTO (Power Take Off) shaft through seal and into
flange bosses. Follow sequence of parts shown in
Fig 57.
NOTE - If base does not slide on crankshaft freely do

not force. Turn crankshaft 1/8 of a turn and repeat until
reduction gear in base plate rolls down worm gear on
crankshaft.
Always use new oil seal protector cap using proper
approved tools to install.
NOTE - If gasket surface of base plate does not contact Fig. 57

gasket surface of cylinder block, DO NOT FORCE. This
indicates oil pump gear, or governor gear, is not meshed
with crankshaft gear. Turn crankshaft slowly while
exerting light pressure on base plate until gears mesh,
at the same time ensuring that oil pump plunger is located
in base plate.
Fitting external parts

Position cylinder head and gasket on cylinder and insert
head bolts. Tighten as per torque figures given in tables.
Fit the breather body and secure refit carburettor and
ignition as in chapters G & E. Fit air shroud and starter.
7. OHV ENGINES
a) OH Valve Train Service (Fig 58)

The biggest difference between the OH engine compared
to other rotary mower engines is the overhead valve
concept. Many of the same procedures for repairing the
OH engine are the same. The differences will be in
servicing the valve train. This section will emphasize those
changes.
The valve train consists of a cupped lifter. This cupped
lifter enables the ball shaped end of the push rod to seat
on the lifter. The push rod moves a valve rocker arm that
opens the valve.
Fig. 58 - Over Head Valve System. Fig. 58
1. Push rod guide plate

2. Valve rocker arm
3. Push rod
4. Cupped valve lifter
87
VALVE TRAIN SERVICE

Remove the rocker arm cover. The cover is secured with
four bolts that are 3/8" external hex or a Torx 30 internal
(Fig 59,A). The gasket between the rocker arm cover
and the head should always be changed when the cover
is removed to ensure proper sealing.
Loosen the two locking nuts (7/16) on the rocker arm

pivot screws. Loosen the two rocker arm pivot screws
using a 3/16" AF Allen head wrench. Remove the screws,
rocker arms and push rod guide plate. (Fig 60). Fig. 59
The push rods can be removed from the engine and the
cylinder head bolts can be removed to take the head off
the engine. (Fig 61).
The valve springs can be removed by supporting the valves

with your fingers while compressing the valve springs,
one at a time, with your thumbs. Then slide the larger
part of the opening in the retainer towards the valve stem
while the spring is compressed. (Fig 62).
CAUTION - Proper safety equipment should be worn,

such as safety glasses.
Fig. 60
Fig. 61
Fig. 62
88
The condition of the valves and valve seats can be

inspected at this time and serviced accordingly. (Fig 63)
The all metal head gasket MUST be removed from the

engine, and discarded (Fig 64). Always fit a new head
gasket when Head is removed.
CAUTION - Caution must be used so that there are no

scratches or knicks in the cylinder or head gasket
surfaces. This may cause a head gasket leak.
Reassembly
The following procedures will show the proper steps to
be taken to reassemble the valve train components into
the engine. Fig. 63
After properly servicing the valves and valve seats, if so

required, place the intake and exhaust valves into their
proper position. Place the valve spring over the valve gui-
de and install the retainer (Fig 65).
Compress the valve spring and retainer allowing the larger

opening of the retainer to slide over the valve stem. Then
slide the retainer towards the smaller opening when the
retainer is pressed to the notch in the valve stem
(Fig 66).
Fig. 64
Fig. 65
Fig. 66
89
When both valves have been installed back into the head,
place a new head gasket into position and attach the
cylinder head. (Fig 67).
NOTE - The head gasket is coated. Any scratches or

bending to the head gasket will require a new head gasket
or leakage may occur.
It is critical to the proper operation of the engine that the

head bolts be torqued in the proper sequence and at 60
inch pound (6Nm) increments to 240 inch pound (24Nm).
(5 ft. pound increments to 20 ft lbs. (Fig 68).
Place the guide plate in position on the head - the tabs on

the guide plate face out. (Fig 69-1). Install the rocker arm
Fig. 67
and pivot ball screw with the lock nut on far enough to
hold the guide plate in position. The valve lash will be
adjusted later.
Insert the push rod into the engine. The block is designed
so that the push rod will be guided onto the lifter. The
push rod may be installed with either end sitting on the
lifter. Place the push rod between the tabs on the guide
plate and then place the rocker arm onto the push rod.
The proper alignment is when the ball on the push rod
sits in the socket of the rocker arm. (Fig 70).
Fig. 68
Fig. 69
Fig. 70
90
SETTING THE VALVE LASH

To properly set valve lash on the OVRM engine make
sure the engine is cold and at TOP DEAD CENTRE on
the compression stroke (both valves are closed). The lash
on both valves is 0.05-0.15 mm (.004") between the rocker
arm and the valve stem. (Fig 71).
To lock this setting hold the Allen wrench on the pivot ball
screw and tighten the lock nut to 65-85 inch pounds
(6.5-8.5 Nm) of torque. Double check the setting to make
sure that it did not change when the lock nut was
tightened. (Fig 72).
Place a new rocker arm cover gasket in place and install Fig. 71
the cover back onto the engine. (Fig 73). Torque the four
screws to 30-50 inch pound (3-5 Nm).
Fig. 72
Fig. 73
91
b) VALVE SERVICE
Clean all parts and remove carbon from valve heads and
stems. If valves are in usable condition, grind or cut the
valve faces to 45 degrees angle using tools 26990002
and 26990001. Replace valves if they are damaged,
distorted or if the margin is ground to less than 1/32 (0.8
mm) (Fig 74).
Valve seats
Valve seats are not replaceable. If they are burned or
pitted they can be reground using a grinding stone or
Neway Valve Reseater. Seats are ground at an angle of
46 degrees to a width of 3/64 (1.2 mm).
Fig. 74
The recommended procedure to properly cut a valve seat
is to use the Neway Valve Cutting System, which consists
of different degree cutters. (88841013).
First use the 31 degree cutter to clean and narrow the

seat from the top toward the centre (Fig 75).
Second use the 46 degree cutter to cut in the seat to a

width of 3/64 (Fig 76).
Oversize valve guides

Valve guides are permanently installed in the head. If
they become worn excessively they can be reamed to Fig. 75
accommodate a 1/32 oversize valve stem.
You are recommended to bring guide diameter to 7 mm

and then ream with reamer 670283 (670328 for exhaust
valve guide). After oversizing the valve guide - the seats
must be re-cut to align with the valve guides.
Valve lifters
It is a good practice not to interchange lifters, even though
they are identical, once a wear pattern has been
established.
Fig. 76
92

(BV BVL VANTAGE PRISMA SYNERGY PREMIER SPECTRA FUTURA)
Engine displacement cm3 148 156 172 198 195 148 172 195
OHV OHV OHV
63.500 63.500 66.675 71.425 70.993 63.500 66.675 70.993

Boring
mm 63.525 63.525 66.700 71.450 71.018 63.525 66.700 71.018
Stroke mm 47.1 49.2 49.2 49.2 47.1 49.2 49.2
Advance (P.M.S.) FIXED
Coil flywheel air gap mm 0.30 0.30 0.30 0.30 0.30 0.30 0.30
Distance between 0.60 0.60 0.60 0.60 0.60 0.60 0.60

electrodes and spark plugs mm 0.70 0.70 0.70 0.70 0.70 0.70 0.70
Valve clearance mm 0.15 0.15 0.15 0.15 0.05 0.05 0.05
(may also be 0.100.20) 0.25 0.25 0.25 0.25 0.10 0.10 0.10
Valve seat angle 46 46 46 46 46 46 46

Crank journal diameter mm 21.869 25.387 25.387 25.387 21.869 25.387 25.387
21.882 25.400 25.400 25.400 21.882 25.400 25.400
Engine shaft toe diameter 25.362 25.362 25.362 25.362 25.362 25.362 25.362
(flywheel side) mm 25.375 25.375 25.375 25.375 25.375 25.375 25.375
Engine shaft toe diameter 25.362 25.362 25.362 25.362 25.362 25.362 25.362
(power intake side) mm 25.375 25.375 25.375 25.375 25.375 25.375 25.375
Engine shaft axial 0.155 0.155 0.155 0.155 0.155 0.155 0.155
clearance mm 0.689 0.689 0.689 0.689 0.689 0.689 0.689
Piston skirt diamter mm 63.383 63.383 66.520 71.298 70.866 63.383 66.520 70.866
63.395 63.395 66.530 71.310 70.891 63.395 66.530 70.891
Distance between 0.178 0.178 0.178 0.25 0.178 0.178 0.25
compression ring points mm 0.432 0.432 0.432 0.50 0.432 0.432 0.50
Crankshaft bearing diameter 25.413 25.413 25.413 25.413 25.413 25.413 25.413
(flywheel side) mm 25.425 25.425 25.425 25.425 25.425 25.425 25.425
Crankshaft bearing diameter 25.413 25.413 25.413 25.413 25.413 25.413 25.413
(power intake side) mm 25.425 25.425 25.425 25.425 25.425 25.425 25.425
Inlet valve guide diameter mm 6.355 6.355 6.355 6.337 6.355

6.382 6.382 6.382 6.387 6.382
Exhaust valve guide 6.303 6.303 6.303 6.337 6.303

diameter mm 6.331 6.331 6.331 6.387 6.331
Inlet valve diameter 6.312 6.312 6.312 6.312

(may also 6.2616.274) mm 6.325 6.325 6.325 6.325
Exhaust valve 6.197 6.197 6.197 6.197

diameter mm 6.210 6.210 6.210 6.210
Valve seat 1.32 1.32 1.32 1.32

diameter mm 1.07 1.07 1.07 1.07
1st and 2nd retaining ring 0.05 0.05 0.05 0.05 0.05 0.05 0.05
side clearance mm 0.125 0.125 0.125 0.125 0.125 0.125 0.125
Oil scraper ring side 0.025 0.025 0.025 0.025 0.025 0.025 0.025
clearance mm 0.10 0.10 0.10 0.10 0.10 0.10 0.10
93
4-STROKE ENGINE
SPECIFICATIONS
Engine displacement cm3 148 156 172 195
63.500 66.675 70.993

Boring
mm 63.525 66.700 71.018
Stroke mm 47.1 49.2 49.2
Advance (P.M.S.)FIXED
Coil-flywheel air gap mm 0.30 0.30
Distance between electrodes 0.60 0.60

and spark plugs mm 0.70 0.70
Valve clearance 0.15 0.15

(may also be 0.10-0.20) mm 0.25 0.25
Valve seat angle 46 46
Crank journal 21.869 25.387 25.387

diameter mm 21.882 25.400 25.400
Engine shaft toe diameter 19.964 19.964

(flywheel side) mm 19.975 19.975
Engine shaft toe diameter 19.964 19.964

(power intake side) mm 19.975 19.975
Engine shaft axial clearance NO NO
Piston skirt 63.383 66.520

diameter mm 63.395 66.530
Distance between compression 0.178 0.178

Ring points mm 0.432 0.432
Crankshaft bearing diameter (flywheel side) Ball bearings
Crankshaft bearing diameter (power intake side) Ball bearings
Inlet valve guide 6.355 6.355 6.355 6.355

diameter mm 6.382 6.382 6.382 6.382
Exhaust valve guide 6.303 6.303 6.303 6.303

diameter mm 6.331 6.331 6.331 6.331
Inlet valve diameter 6.312 6.312 6.312 6.312

(may also be 6.261-6.274) mm 6.325 6.325 6.325 6.325
Exhaust valve 6.197 6.197 6.197 6.197

diameter mm 6.210 6.210 6.210 6.210
Valve seat width mm 1.32 1.32 1.32 1.32

1.07 1.07 1.07 1.07
1st and 2nd retaining 0.05 0.05 0.05 0.05

ring side clearance mm 0.125 0.125 0.125 0.125
Oil scraper ring side 0.025 0.025 0.025 0.025

clearance mm 0.10 0.10 0.10 0.10
94
4-STROKE ENGINE CLOSING TORQUES

(BV-BVL-BVS-VANTAGE-PRISMA-SYNERGY- PREMIER-SPECTRA-FUTURA)
DESCRIPTION Screw Nxm Inch x Lbs

SIZE
Conrod fastening screws 1/4 - 20 10.10 11.28 90 100
Oil drainage cap 5/8 - 18 13.5 15.8 120 140
Flange fastening screws 1/4 - 20 11.28 13.53 100 120
Breather cover screws 10 - 24 5.10 6.18 45 55
Regulating lever fastening screw (left-hand thread) 8 - 32 0.88 1.08 8 10
Cylinder head fastening screws 5/16 - 18 13.5 18.1 120 160
Screws for fastening inlet pipe to cylinder 1/4 - 20 10.10 11.28 90 100
Control plate fastening screws (self-threading) 1/4 - 20 5.69 9.02 50 80
Conveyor fastening screw 10 - 24 4.51 5.69 40 50
Screws for fastening side starter or engine starter 1/4 - 20 8.44 11.28 75 100
Viti fissaggio avviat. later. o motorino elettrico 1/4 - 20 9.02 10.10 80 90
Oil expansion pipe fastening screw (self-threading) 10 - 32 1.67 2.84 15 25
Tank fastening screw (self-threading) 10 - 32 1.35 2.26 12 20
Silencer fastening screw 1/4 - 20 8.44 10.10 75 90
Screws for fastening lamination to cylinder 10 - 24 3.33 4.51 30 40
Flywheel bolt 1/2 - 20 45.22 51.99 400 460
Spark plug M - 14 20.30 33.94 180 300
Exhaust gas deflector fastening screw 8 - 32 1.67 2.26 15 20
Screws for fastening filter shell to carburettor 10 - 32 2.26 3.33 20 30
Heat protection screw (self-threading) Tipo A N 10 2.8 3.3 25 - 30
Heat protection screw 10 - 24 3.3 4.5 30 - 40
ES screws 1/4 - 20 9.0 10.1 80 90
TOP starter screw 8 - 32 1.7 2.8 15 25
Brake screw 1/4 - 20 9.0 10.1 80 90
95
4-STROKE ENGINE CLOSING TORQUES

BH ALL TYPES
DESCRIPTION Screw Nxm Inch x Lbs

SIZE
Conrod fastening screw 1/4 - 20 10.10 11.28 90 100
Oil drainage cap 1/4 - 18 6.8 9.0 60 80
Screw for fastening electronic coil to cylinder 10 - 24 3.33 4.51 30 40
Breather cover screws 10 - 24 5.10 6.18 45 55
Cylinder head screws 5/16 - 18 13.5 18.1 120 160
Screws for fastening inlet pipe to cylinder 1/4 - 20 7.95 9.02 70 80
Screws for fastening carburettor to inlet pipe 1/4 - 28 6.18 7.95 55 70
Screws for fastening filter shell to carburettor 10 - 32 1.67 2.84 15 25
Silencer screws 1/4 - 20 8.44 10.10 75 90
Cylinder cover screws 1/4 - 20 11.28 13.53 100 120
Tank screws 1/4 - 15 2.84 3.92 25 35
Conveyor screws 1/4 - 20 9.02 10.10 80 90
Self-winding starter screws 1/4 - 28 5.69 6.77 50 60
Adjustment lever fastening screw 8 - 32 0.88 1.08 8 10
Flywheel bolt 1/2 - 20 45.22 51.99 400 460
Spark plug M - 14 20.30 33.94 180 300
96
M. TROUBLESHOOTING
This section is designed to help the repairer identify the engine fault and perform the necessary repair.
The main symptoms of defective engines are listed below. The numbers listed under each defect indicate the causes
and remedies contained in the following pages.
- ENGINE DOES NOT START OR HAS DIFFICULTY STARTING

1/1, 1/4, 1/7, 2/4, 2/5, 2/6, 3/1, 3/4, 4/1, 4/2, 4/3, 4/4, 4/5, 5/1, 5/2, 5/6, 5/7, 5/8
- ENGINE DOES NOT GIVE

1/2, 2/5, 2/8, 5/2, 5/3
- ENGINE DOES NOT SHUT OFF

1/3
- ENGINE IS HARD AT START UP OR KICKS BACK

1/4, 1/5, 1/7, 3/3, 4/3
- ENGINE STARTS BUT DOES NOT CONTINUE RUNNING

2/1, 2/2, 2/3, 3/2
- ENGINE OPERATION IS FAULTY

2/7, 2/8, 3/5
- ENGINE FALLS
2/9
- ENGINE GIVES OFF OR CONSUMES OIL

5/4, 5/5
- VIBRATIONS
1/6
97
EQUIPMENT TROUBLE
CHAPTER 1
SYMPTOM CAUSE DEFECT REMEDY
1/1 1) 2) 3) 1) 1) 2) 3)
Engine does not The remote control The starter throttle is not completely closed, Adjustment of ends
start or is slow in cable is not adjusted therefore, the engine has difficulty in starting of stroke of control
starting. well inside the due to lack of fuel enrichment, especially when cable.
appropriate clamp cold.
on the engine control
plate.
1/2 2)
Engine does not give. The MAX machine setting does not correspond
to the MAX engine position. The regulator is
not completely connected, therefore, the
engine supplies less power.
1/3 3)
Engine does not shut The machines STOP position does not
off. correpsond to the engines STOP position.
1/4 4) 4) 4)
Engine does not The blade is loose. Without the flywheel effect, the engine has Act on boss or by
start or kicks back Be careful of difficulty in starting and sometimes appears to locking the blade or
frictioned bosses, be out-of.-phase, kicks back and breaks the replacing used parts.
the blade can slide flywheel pin easily, which creates additional Check flywheel pin
due to wearing of difficulty in starting. and replace, if ne-
friction washers or cessary.
the bosss autting
end may be worn.
1/5 5) 5) 5)
Engine does not In the case of a self- The engine must be started from neutral, Adjust or act on
respond and is slow moving machine, the therefore disengaged. traction.
in starting. latter does not appear If resistance is created by traction in this
to be disconnected position, the engine will be harder to start up.
properly or makes
resistance.
ATTENTION - This effect is also created ATTENTION - Lift

when the machine is started up with the blade machine or replace
makes resistance against the grass. on already cut grass.
98
EQUIPMENT TROUBLE
CHAPTER 1
1/6 6) 6) 6)
The machine vibra- Blade is unba- Blade balancing is more important than its Blade balancing.
tes. lanceds. Engine to sharpness. An unbalanced blade causes early Bolt tightening.
machine fixing bolts wear of all engine and machine parts. This
are loose. type of damage is not covered by warranty.
The same holds true for loose fixing bolts which,
in addition to being dangerous for the operator,
will surely cause breakages not covered by
warranty.
1/7 7) 7) 7)
Engine does not Oil is present in During machine cleaning and maintenance Disassemble head
start and responds cylinder head (only operations, avoid inverting the engine with head and clean.
with much difficulty. 4-stroke). (spark plug side) facing downward. Avoid
operating the machine with the engine head
turned downward. On some versions of
equipment, the engines position at standstill
is with head facing downward; we suggest
positioning the machine with the engine level
in order to avoid this inconvenience. The
defect is not covered by warranty. When
performing any under-body work, lift the
machine so that the carburettor is the highest
part of the machine.
99
ENGINE POWER SUPPLY UNIT TROUBLE

CHAPTER 2
2/1 1) 1) 1)
The engine starts The fuel tank Insufficient fuel flow. This problem result in the If clogged, it will be
up and stops after caps breather is engine starting while the tank is late in in suffiicient to clean it.
a short time. It is obstructed, missing supplying the carburettor float chamber. Once For other cases,
left off, start-up is or defective. the fuel in the float chamber is consumed, the replace cap.
repeated and trouble engine stops. By leaving the engine off for a
occurs again. few minutes, the float chamber is able to fill up
agaiin and the engine will start, but the problem
repeats itself.
2/2 2) 2) 2)
Engine has difficulty Insufficient fuel flow There is a fine metal net inside the tank that Clean the tank
starting or stops to carburettor. functions as a fuel filter. If the tank contains and blow air jets
after short time. dirt or stale fuel, a film forms on the net that inside the fuel output
does not allow fuel to flow. coupling.
2/3 3) 3) 3)
Same as item 2. Same as item 2. The problem could be due to the air bubble Eliminate the air
inside the fuel pipe caused by the drawing bubble.
between one of the couplings and the pipe, or
by too narrow a bend in the pipe or by a pipe
that is too long.
2/4 4) 4) 4)
Engine does not Air filter clogged. If the air filter is excessively clogged, Clean or replace the
start, especially carburetion is enriched too much and the filter element.
when warm, or has engine is flooded.
difficulty in starting
and releases smoke
from exhaust.
2/5 5) 5) 5)
Engine does not Carburettor clogged If the jet and the internal carburettor holes Wash, clean, blow.
start or gives very by dirt or by residue become clogged, the engine will not operate. Replace carburettor.
little. of stale fuel. In some cases, the internal ducts of the
carburettor body become clogged and
cleaning is uneffective.
2/6 6) 6) 6)
Engine does not start Badly sealed carbu- If the carburettors needle valve does not close Clean seat and
because it becomes rettor needle. properly, the fuel level increases and fuel spills needle. Replace
flooded, or because out through the manifold into the combustion needle. Replace
oil contains traces of chamber, thus flooding the engine. If this carburettor.
petrol (oil level situation continues, it becomes dangerous for
increases). the engine because by drawing petrol through
the rings and the cylinder it ennds up in the oil
cup. Here it mixes with the oil, which loses its
lubricating properties causing the engine to
wear irremediably in a short time.
100
TROUBLE CAUSED BY ENGINE POWER SUPPLY UNIT

CHAPTER 2
2/7 7) 7) 7)
Engine runs irre- Air is drawn inside Air may drawn in through the parts that connect Replace defective or
gularly at no-load or carburettor. with the carburettor-air filter-inlet manifold- worn parts. Replace
does not keep up check tightness of carburetion adjusting screw. carburettor.
idling (2000 rpm).
2/8 8) 8) 8)
Engine does not give, The cause may be in Regulator is not calibrated to end of stroke. Resetting of adjust-
stops under stress or the external linkage of MAX rpm adjustment too low. ments or replace-
runs irregularly. regulator. Regulating spring unset or deteriorated. ment of detriorated
Linkage that sets, not perfectly free. Incorrect parts.
adjustment of control plate. Seat on the
adjustment rod circuit is excessively worn,
transverse clearance is excessive.
2/9 9) 9) 9)
Engine falls. Regulator blocked. The regulator on the external levers can Cleaning. Resetting.
become blocked due to excessive dirt or
tampering. This is not covered by warranty.
101
TROUBLE CAUSED BY ENGINE IGNITION UNIT

CHAPTER 3
3/1 1) 1) 1)
Engine does not Spark plug is lacking Spark plug. Spark plug hood not connected Makes sure that the
start. current or current is properly. If electronic ignition is defective, control is not set to
very weak. replace it. If spark ignition is used: points are STOP. Use tester
too closed or too open, points are oxidized or for troubleshooting.
have deteriorated, inefficient capacitor, coil Replace arts.
deteriorated or inefficient.
3/2 2) 2) 2)
Engine starts, stops See item 1. See item 1. See item 1.
once warmed up and
does not restart.
3/3 3) 3) 3)
Engine does not Breakage of flywheel In this case, current is present, but it is out- Replacement of pin.
start or kicks back. pin, flywheel pin is of-phase, therefore engine does not start. This If flywheel tapers
slightly bent. problem (not covered by warranty) is generally and shaft become
caused by: violent shocks caused by deteriorated, replace
equipment tools, loose blade, unbalanced both. Eliminate the
blade, engine to machine fastenings loose, causes of breakage.
strong vibrations caused by equipment.
3/4 4) 4) 4)
Engine does not Earthing connector Sometimes dirt and damp grass deposits In the first case,
start. on earthing control between the connector and the control plate, cleaning of the con-
plate. causing a circuit earthing fault, or the nector area will be
connector has deteriorated and has an sufficient. In the
earthing fault. second case, when
possible, replace
connector, or plate.
3/5 5) 5) 5)
Engine misfires or If ignition is elec- In the case of electronic ignition, set coil- Adjust air gap.
does not rev up. tronic, it could be flywheel air gap at between 0.40-0.50 mm and Or see item 1.
adjusted too close if this does solve problem, replace the coil. It
to flywheel. Or see is necessary to point out that for electronic
item 1. engines, the number of revolutions must not
exceed that set by the manufacturer.
102
TROUBLE CAUSED BY ENGINE

ELECTRIC STARTER UNIT
CHAPTER 4
4/1 1) 1) 1)
Engine does not Battery worn out. If battery is below a certain charge, the engine Charge battery with
start with E.S., starts starter cannot run engine, or else it idles but battery charger sup-
correctly with pull does not engage. A battery that is worn out plied with equip-
start-up. or deteriorated due to faulty maintenance ment. If the battery
is not covered by warranty. does not charge
even after a char-
ging period of 24-48
hours, check to
make sure the bat-
tery charger is not
defective, if so re-
place it.
4/2 2) 2) 2)
Same as item 1. Engine starter turns, Either the battery is worn out, as in item 1, or Clean and lubri-
but does not enga- the engine starter gear is weak because the cate with graphited
ge. wworm screw on which it must slide is dirty. grease.
4/3 3) 3) 3)
Engine does not Centrifugal decom- If the centrifugal decompressor installed on Replace the cam
start with E.S.. Starts pressor ineffective. the cam shaft does not function, compression shaft. Reset inlet val-
with pull start-up, but Or inlet valve air gap is too high for the engine starter pickup. If the ve clearance.
with difficulty. is too wide. inlet valve clearance is greater than 0.35 mm,
this definitely reduces the decompressiion
effect. Valve clearance between 0.15 and 0.25.
4/4 4) 4) 4)
Engine does not The cause is not to Faults are to be found in the power supply Troubleshooting and
start either with E.S. be found in the E.S. system, or in the ignition system, or in the resetting.
or with pull start-up. system. engine block or equipment.
4/5 5) 5) 5)
Engine has difficulty Flywheel teeth This fault occurs due to the incorrect use of Replace flywheel
in starting, presence broken. starter by the user. Engine kickback (e.g., and eliminate
of metallic noise. loose blade). Incorrect positioning of engine causes.
starter.
103

MONOBLOCK ENGINE UNIT
CHAPTER 5
5/1 1) 1) 1)
Engine does not Excessive scaling The excessive scaling acts like a sponge, and Remove scaling.
start or starts with in the combustion at start-up it absorbs most of the fresh fuel at
great difficulty. chamber. input, thus causing starting difficulties.
Moreover, scaling can prevent valves from
closing perfectly.
5/2 2) 2) 2)
Same as item 1. In Low compression. Lack of tightness in one or both valves due to Restore valves by
addition, low power. scaling, burning, workmanship defects. sanding or milling
Piston retaining rings usually wear out because seats and replace
penetration of dust due to inadequate air filter valves. Replace
maintenance, or overheating due to engine not rings or replace
being kept clean or to its improper use or to miniblock.
insufficient oil level.
5/3 3) 3) 3)
Engine has low Loose head screw. Loss of compression from head with burning Replacement of
power. of gasket; this problem is also accompanied head and closure
by the slight dripping of burnt oil from the head. gasket.
5/4 4) 4) 4)
Engine gives off oil Pressure inside Engine oil level is too high, higher than MAX. Replace worn or
from breather pipe. engine crankshaft Breather pipe jammed or defective. Excessively defective parts.
high than average. worn out retaining rings.
5/5 5) 5) 5)
Engine consumes Excessive wear Wearing of barrel-piston-rings for reasons Replace worn parts.
too much oil. or incorrectly posi- listed in item 2. Restore valves.
tioned retaining Excessive clearance between stem and inlet Correct positioning
rings. valve guide, oil goes through and wears it out. of rings (120 out-of-
Retaining rings that were positioned at phase).
assembling with openings all in a row (generally
facing downwards).
5/6 6) 6) 6)
Engine does not Breakage of cam- This problem is caused by violent shocks Replace spindle.
start. shaft. Valves do not against the equipment tool.
move causing engine Spark plug installation with long thread (in
to run by hand. general, bent or marked valve is noticed) or
usually, imprint on cylinder scaliing between
the two valves. Weakness or defect in spindle,
or excessive scaling in head, valves touch
against this causing breakage.
104

MONOBLOCK ENGINE UNIT
CHAPTER 5
5/7 7) 7) 7)
Engine does not Broken conrod. Conrod breaks with seizure on crank journal Replace conrod. If
start. It idles without = oil missing. crankshaft is broken,
compression. Engine out of turn regulator tampered with replace miniblock.
or blocked due to dirt.
If broken conrod presents no signs of seizure, it
is presumably defective (contact Tecnamotor).
5/8 8) 8) 8)
Engine does not Engine seizure. Engine seizes due to lack of lubrication: oil Replace deteriora-
start and remains missing, oil at minimum level, use on gradients ted parts. Miniblock.
blocked. of over 60%. Miniblock + shaft.
If only the flywheel side is seized, check if Replace engine.
lubrication hole is missing; if camshaft is
correctly perforated, if oil pump is missing or
incorrectly positioned or broken.
In this case, warranty is valid only if engine
has never been repaired, engine is new
(at most it will have turned 30 minutes).
If it is seized:
- only on conrod
- on conrod and flywheel side
- on conrod, flywheel side and piston
- on conrod and piston
- on conrod, piston, flywheel side and flange
side. In such cases, warranty is not valid since
cause is missing oil, as described above.
In case of doubt or complaint, consult
Tecnamotor who will determine the cause of
problem.
105
WARRANTY POLICY
For the TECUMSEH Servicing Network Europe
VALIDITY MAY 1996
This warranty supersedes all previous versions.
WARRANTY DESCRIPTION
Tecumseh Europe S.p.A. guarantees the repair or replacement, at its own discretion, to the original purchaser of each
product or product part whose material and/or workmanship is found to be defective after inspection by one of its
Authorized Servicing Centres or one of our Centralized Dealers, and also by Tecumseh Europe S.p.A. itself.
If an Authorized Servicing Centre determines that the type of repair work is not covered by free warranty servicing, he
must immediately inform the user of the machine of the reasons why the defect cannot be repaired under warranty.
This warranty exclusively covers defects in materials and/or workmanship.
VALIDITY OF WARRANTY
This warranty is valid starting from the date of purchase by the original purchaser of the product and/or the application
on which the product is installed to the time specified in the instruction booklets of the various models: the repairer is
responsible for verifying that the product is effectively under warranty.
WARRANTY PROCEDURE
If warranty servicing is necessary, immediately contact the closest Authorized Servicing Centre. Do not repeatedly
attempt to operate the engine for which repair under warranty is being requested as this could result in further damage
that will not be covered by warranty.
To obtain warranty servicing, it will be sufficient to present any document (invoice, tax receipt, tax voucher, etc.), that
indicates the date of purchase of the equipment on which the product is installed. It is necessary to specify the
product model, dressing code and serial number, as well as the number of hours of operation and the failure or defect
noted.
If the Customer does not agree with the results of the examination by the Authorized Servicing Centre, he may request
a further examination by the Centralized Dealer. If the Centralized Dealer or Tecumseh Europe recognizes that the
fault is entitled to warranty, the Customer will be entirely refunded for the product or for the product parts whose
materials and/or workmanship are defective. The new parts used for warranty servicing will be guaranteed for the
remainder of the warranty period, up to the expiration of the entire warranty period.
Below is a list of the damages or circumstances not considered to be material and/or workmanship defects and for
which warranty coverage is therefore not recognized.
- Machine installation: if the machine is supplied to the final user in its package, some items must be assembled by
the user before the machine can be operated. In this case, we recommend that special care be placed in the
regulation of the gas remote-control when allowed (see user and maintenance booklet supplied with the product),
since incorrect regulation can seriously compromise machine start-up.
- Prolonged and/or incorrect restarts (for example, 4-stroke engines with spark plug turned downwards) can cause
difficulties in starting up the engine due to the presence of oil in the combustion chamber and the soiling of spark
plug electrodes. These inconveniences are not covered by warranty. In this case also, please strictly follow the
instructions provided in the users and maintenance booklet.
- Improper use or negligence: The user must scrupulously observe the usage and maintenance standards contained
in the instructions booklet supplied with the engine. If this is not done, the engine may be subject to damages not
covered by warranty.
Some examples of these are:

1. Broken or bent engine shaft: such damage is usually caused by the violent hitting of the lawnmower blade against
heavy objects.
2. Repairs resulting from damages caused by the use of stale fuel: these damages include blockage of valves,
clogging of carburettor or of the tank style carburettor couplings caused by sticky deposits that are formed by the
use of stale fuel.
Always use fresh and clean fuel.
3 Seizure of engine parts due to insufficient lubrication or to the use of unsuitable or unauthorized lubricants.
Check oil as specified in the user and maintenance manual and restore correct level, if necessary.
Change oil at recommended intervals. For two-stroke engines, use of the type of lubricant indicated in the users
and maintenance manual, and in the percentage specified, is compulsory.
106
4 Damages due to overheating or to speeds that are out of specifications. Usually an engine overheats or falls when
its cooling and revolution regulation systems become clogged with grass, dust and dirt in general. Therefore it is
necessary to clean the cooling fins on the cylinder and head, the flywheel and the adjustment linkage.
5. Damages and wear due to dust. These are caused by dust reaching the engine as a result of inadequate or
incorrect air filter maintenance. Replace air filters regularly.
Follow the instructions provided for each type of air filter.
6. Damages or loss of parts due to untightened engine nuts and bolts.
7. Engine tune-up or adjustment are not covered by warranty unless they become necessary following servicing
performed under warrant. If the machine is assembled by the Customer, the operating and maintenance instructions
provided in the manual are sufficient to allow anyone to be able to perform the small number of adjustments that
may be required.
These are not covered by warranty.
8. Parts broken as a result of excessive vibrations due to the inadequate fastening of engine to machine, to a
loosened or unbalanced blade, to the engine being unsuitably connected to the equipment, to off-speed engines or
to their excessive and/or improper use.
9. The repairing or adjustment of parts or assemblies such as: clutches, transmissions, remote controls, etc., that are
not produced by Tecumseh Europe.
10.Spare parts and/or accessories that are not original, or those not approved by Tecumseh Europe.
NORMAL WEAR
The repairing of parts or engines that have become worn through normal operation is not covered by warranty. Like
any mechanical device, to operate correctly, engines require routine maintenance, replacements and repairing of
parts.
It is necessary to remember that tillers, land aerators and lawnmowers are very often used in particularly dusty and
dirty environments. These conditions require more frequent maintenance operations and checks and may cause what
could be considered early wear. Such wear, caused by the penetration of dust or dirt inside the engine as a result of
incorrect maintenance, is not covered by warranty.
WARRANTY MANAGEMENT
If, after performing checks, the Authorized Servicing Centre verifies the presence of defects in the material or
assembly, it must fill out the request for warranty servicing in four copies and have each copy signed by the Customer
or by the person who has notified the defect. The repairer must completely fill out the form following the instructions
provided below.
The Authorized Servicing Centre must perform small or medium repair work immediately. Defective parts must be
kept at the disposal of Tecumseh Europe Turin until the file has been defined. Once the repair has been made, the
duly filled out request for warranty, and the blue, white and pink copies, must be sent to the Centralized Dealer or to
Tecumseh Europe Turin.
The Authorized Servicing Centres and other warranty repair locations must promptly forward the service forms
directly to their spare parts supplier.
The forms received periodically will be examined promptly and divided into:
- forms for which warranty servicing is approved: in this case, Tecumseh Europe will calculate the cost of
repairs, as specified below, and will request the Authorized Servicing Centre to issue a normal invoice;
- forms whose main parts have been filled out incorrectly and/or incompletely: in this case, Tecumseh Europe
reserves the right to refuse requests, especially those in which it is impossible to verify the type of defect being
reported.
REFUNDING OF WARRANTY
The warranty will be refunded according to the rules specified below:
a) The prices for replaced parts will be calculated on the basis of the price list in force at the time of the net adjustment
of the specific discount granted to the various Authorized Servicing Centres. The overall amount calculated will
undergo the following price increases for warranty management expenses:
15%, if parts parts have been replaced
7.5%, if the repair involves replacements using new engines, short block, miniblocks and transmissions.
b) Labor expenses will be paid applying the price schedule currently in force. The resulting times will be paid by
applying the fees that are notified annually in writing by TECUMSEH EUROPE TURIN.
TECUMSEH EUROPE will not acknowledge any other expenses except those for parts replacement and
labor, as per the SCHEDULE.
TEMPARIO.
- If engine is seriously damaged, the advisability of replacing the engine completely will be considered.
In this case also, any transportation, maintenance and cleaning costs are at the Customers expense.
107
SPECIAL TOOLS
670103 88841027
flywheel removal tool for disassembling roller
bolt bearings
shaft with 7/16 2-stroke power intake side

thread
670297 (*) 88841044

thickness gauge for 0.3 conveyor base removal
mm flywheel air gap mounting plate (see note)
Electronic ignition
3000/3150 rpm
2-stroke power intake side
88841551 88841529
thickness gauge for 0.4 tool for mounting roller
mm flywheel air gap bearings
Electronic ignition
3350/3800 rpm 2-stroke power intake side
670154 88841530
valve lapping tool tool for mounting roller
bearings
all 4-stroke engines 2-stroke flywheel side
670328 88841531
borer for increasing tool for mounting roller
OHV exhaust valve guides bearings flywheel side
all OHV engines

H engines
670272 88841013
tool for mounting retaining Neway method for grinding
ring valve seats
all engines all 4-stroke engines with

side valves
670292 670326
tool for mounting retaining tool for adjusting speed
ring
fixed turn carburettors

1 diameter
88841026 88841034
tool for disassembling roller set Heli-coil
bearings UNC x20x1.5d
88841035
set Heli-coil
2-stroke flywheel and H UNC 5/16x18x1.5d
side 88841036
set Heli-coil
UNC 3/8x24x2d
All engines
108
670169 (*) 670283 (*)

flywheel removal bolt borer for increasing valve
guides
shaft with thread all 4-stroke engines
670305 (*) 88841004 (*)

flywheel locking belt tool for mounting
compression rings
all engines all engines
670306 (*) 88840004 (*)

tool for removing flywheel wrench set and bushings
when there are roller for inch measure
bearings
2-stroke H engines all engines
670117 (*)
pliers for retaining ring 670156 (*)
expansion wire rev counter
universal
all engines
26990001 (*) 88841537 (*)

valve sanding miller insert carrying key
all 4-stroke engines 888841538 (*)

inserto torx 10
26990002 (*) 88841539 (*)

holder for valve sanding max jet insert for
miller carburettor
all 4-stroke engines all engines
26995006 88841016 (*)

set of thickness gauges blade balancer
all engines lawnmower equipment
88841012 (*) 16990003

fork for valve spring
1ST LEVEL TOOLING KIT
(TOOLS WITH *)
all 4-stroke engines all engines
109

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For Discount Tecumseh Engine Parts Call 606-678-9623 or 606-561-4983

This manual contains information required to service or

SPECTRA 37 E-38000 SER

Subject: 2-stroke engines - running in and oil requirements

B. CHECK-UP BEFORE REPAIR

USE CLEAN FRESH FUEL FOR TESTING

NOTE - If engine is fitted with remote control and choke,

2. RECOIL STARTER (CHOKE)

NOTE - If engine fires, but fails to start, move control

RECOIL STARTER (PRIMER)

RECOIL STARTER (PRIMER FIXED SPEED)

NOTE - Do not use primer to restart a warm engine.

b - Operate mower control to release engine brake.

NOTE - If engine fails to start after three (3) pulls, repeat

ELECTRIC STARTER ( Fig 2-2)

NOTE - Ensure engine has stopped rotating before re-

NOTE - With the compression leak tester faults can be

NOTE - When using the compression leak tester

NOTE - On 2-stroke engines a broken or damaged reed

Hard Starting, Kickback, Failure to Start

Fig 2 - Exploded View Standard Top Starter

- Remove centre locking screw.

- Refit retainer spring, place dog and brake spring in

2. SIDE MOUNTED STARTER HORIZONTAL

Fig 8 - System of Engagement

The starter operates the engine by engaging a gear into

- Pre-tension the spring by completely winding the rope

NOTE - Only the main spring and spindle must be

3. SIDE MOUNTED STARTER VERTICAL ENGA-

NOTA - Alternative type starter above may also be fitted.

Fig 26. Correct assembly of rope

4. A - STYLIZED RECOIL STARTER (Fig

CAUTION ! REWIND SPRING IS NOT IN A CANISTER.

CAUTION ! Driving the centre pin in too far will cause

C - STYLISED STARTER WITH PLASTIC

NOTE - The plastic wedge may be covered by a decal,

NOTE - Parts for this starter are not interchangeable

5. 12 VOLT ELECTRIC START SYSTEM

NOTE - Loss of charge is normal and temporary during

Sealed Lead Acid Type Batteries

Maintenance instructions for sealed batteries

Air gap setting

c) STARTER MOTOR TROUBLESHOOTING

STARTER DOES NOT FUNCTION

STARTER CRANKS ENGINE SLOWLY

STARTER SPINS, ENGINE DOES NOT CRANK.

DRIVE ASSEMBLY SERVICE

Using a continuity tester to make certain no continuity

Re-torque starter mounting bolts to 8090 inch lbs (9.010

NOTE - If it is necessary to replace either the starter

D. FLYWHEEL BRAKE SYSTEM

1. Manual Rope Start

Each system requires the operator to start unit behind

- TO STOP ENGINE (Fig 1). In the stop position the brake

WIRING DIAGRAMS (Electric Start Systems) (Fig 3).

FLYWHEEL REASSEMBLY (Fig 5)

BRAKE MECHANISM INSTALLATION (Fig 6)

CONTROL CABLE CONDUIT CLAMP SCREW

CONTROL SWITCH (Fig 7,A)

THIS SYMBOL POINTS OUT IMPORTANT SAFETY

- DISCONNECT BATTERY FROM CIRCUIT BEFORE

To replace switch (Fig 9).